
















IMPRESSION'S 


OF A 


COMPANY COMMANDER 


BY 

LE CAPITAINE BREVETE DU GENIE POTEZ, 


FROM 

Revue du Genie Militaire, July and August, 1901. 


Capt. J. 
Capt. F. 
1st Lieut. 


TRANSLATED BY 

R. WILLIAMS, Artillery Corps, U. S. A., 

R. SHUNK, Corps of Engineers, U. S. A., 
E. M. RHETT, Corps of Engineers, U. S. A. 



Press of the Engineer School of Application, 
WASHINGTON BARRACKS, WASHINGTON, I). C. 

- 1902 - 



M.S, sclo ol a Ci-4’' | 



OF A 


COMPANY COMMANDER. 


♦ 


BY 


LE CAPITAINE BREVETE I)U GENIE POTEZ, 


FROM 

Revue du Genie Militaire, July and August, 1901. 


TRANSLATED by 


Capt. J. 
Capt. F. 
1st Lieut. 


K. WILLIAMS, Artillery Corps, U. S. A., 

R. SHUNK, Corps of Engineers, U. S. A., 

E. M. RHETT, Corps of Engineers, U. S. A. 


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Impressions of a 



MPANY 


Commander. 


By Brevet Captain Potez, Corps of Engineers, French Army. 


The object of the present essay is not a general study comprising all the details of com¬ 
mand, instruction and administration in an engineer company. To our young comrades, 
who are called upon to exercise the important functions of captain-commandant, we desire 
merely to convey a certain number of observations that our personal experience has suggested, 
and that will perhaps be of some use to them in the exercise of their command. 

We have been obliged, besides, to enter into a few considerations of a rather general char¬ 
acter. At the present time, in fact, the regiments of engineers are passing through a 
veritable period of transition. Instruction in the “Schools” has been a thing of the past for 
several years, nevertheless instruction by company is not customary throughout. The result 
is that our company commanders do not always enjoy all the initiative that they should have, 
and that a portion of our methods of instruction, although conforming to the regulations, may 
still be truly regarded as experimental. Thus we have been induced to discuss the conditions 
under which the command of an engineer company should be exercised, as well as such modi¬ 
fications in the present instructional methods as it appears to us should he rationally 
introduced. 

We have deliberately left out everything that relates to the general organization of the 
arm; taking the troops just as they are, we have striven merely to discover the best methods 
to be employed with a view to tl.eir preparation for war. 

INTRODUCTION. 

rpi[E company, squadron or battery constitutes a unit of command the 
J- effective of which is sufficiently limited to enable its chief to know 
all his subordinates intimately, and which at the same time is sufficiently 
numerous to require that its command should be intrusted to an officer 
whose grade and experience will allow full scope to regulate all the 
details of the command, instruction and administration of his troop-unit. 
From all this may be readilv explained the vast importance that is 
a f tached on all sides, commencing with the regulations, to the office of 
company, squadron or battery commander. 


2 


IMPRESSIONS OF A COMPANY COMMANDER. 

This applies evidently to the engineers as well as to the other arms of 
the service. 

What is, or rather what should be, a company commander, in a regi¬ 
ment of engineers? 

Let us observe that on mobilization, and even now during the autumn 
manoeuvres, the captains commanding engineer companies become, for 
the most part, in fact, and on a small scale, real chiefs of separate units. 
If those commanding the companies attached to army corj s are subordi¬ 
nate to the chief of engineers of the army corps, those commanding the 
divisional companies (and these are the most numerous , are directly 
under the orders of the division commander. On the other hand, if the 
effectives under their orders are inconsiderable, still, the salvation of the 
division to which they are attached, or the success of the operations that 
are under way, may depend on the manner in which they execute the 
mission intrusted to them, at a given time:—this will be the case, for 
example, when the compaity is charged with the task of rapidly preparing 
for the passage of a stream that the division must cross, either to marcu 
upon the enemy, or to escape his grasp, or else, in a retreat, when it is a 
question of destroying some structure necessary for the enemy’s pursuit. 
On the battle-field, orders will not always arrive opportunely, and officers 
of engineers will often be obliged to utilize, on their own responsibility, 
the resources at their disposal in the way of personnel and material, in 
order to provide for the passage of a stream, to create improvised points 
of defense, etc. 

These officers should therefore, in addition to a. thoroughly developed 
professional education, possess an always vigilant spirit of initiative, and 
a decisiveness which will permit them to act without hesitation when 
circumstances require. 

These qualities appear even more necessary, if possible, in the engineers 
than in the other arms (with the exception of the cavalry), where above 
the captain stands the whole hierarchy, the members of which are at 
hand to rectify mistakes committed or to direct at short range those 
subordinates whose methods appear insufficient. 

It appears, therefore, that it is in the engineer regiments that the 
company commanders should enjoy the greatest latitude in the command 
and instruction of their units. Independently, in fac f , of the certain 
benefit that results from it, from the standpoint of the men’s discipline 
and instruction, it is unquestionably the best means of developing, in 
the officers themselves, the spirit of initiative, decisiveness and profes¬ 
sional instruction. 

Now, if we examine what really takes place,' we observe that, contrary 
to what might be inferred from the antecedent considerations, the execution 
of new ideas, so far as command and instruction are concerned, appears to 
be more difficult in the engineers than elsewhere. 

As regards instruction, this may result partially from the fact that, 
although the “School” has no longer the instruction of the troops in 


3 


IMPRES IONS OK A COMPANY COMMANDER. 

its attributions, there remains, nevertheless, in the regiments, from tra¬ 
dition, no doubt, a tendency to centralize, in a manner sometimes 
excessive, everything relating to this instruction. 

In the eyes of certain officers such a method is justified, both for matters 
of command and instruction, by the two following considerations: 

(1) As the technical instruction necessitates the employment of a 
material which is common to the whole regiment, it is necessary 
to place the various portions of this material at the disposition 
of each of the companies in succession, and on this account to 
impose uj on each of them the employment of a stipulated time. 

(2) The majority of officers of engineers pass the greater part of 
their career in the special staff* of the arm: when they return to 
the regiment they must post themselves concerning methods of 
instruction, of which many may be new to them, and they must 
also re-acquire soldierly habits,—a faculty which they may have 
somewhat ios f . 8 me inexperience is to be feared on their part, and 
it appears indispensable to guide them with a tight rein, both in 
the exercise of command and in the instruction of their men. 

Doub less the distribution of the instructional material among the 
companies compe s to a certain extent a restriction of the captains as to 
the employment of time, but it does not seem necessary to go in this 
direction as far as is generally done, by dividing the area of the polygon 
iiro as many “.renches” as there are different schools, all of the com¬ 
panies devoting the same number of drills to the same kind of work. 
And however, how many causes there are to interfere with all the units 
having without inconvenience an identical employment of time! 

One of the most frequent of these arises from periods of bad weather, 
which, occurring during the whole or part of the time allowed for a 
“School,”- make a certain number of supplementary drills indispensible, 
and these it is impo-sible to get with the system before mentioned. 

But there is a further consideration. Within the company itself there 
may be found a case where it is not rational for all the men to devote 
themselves to the same work du ing the same drill. Take, for example, 
a company which has received in its contingent of recruits a certain 
number of quarrvmen, excavators, or miners, being on account of their 
trade perfectly familiar with various kinds of earthwork. Now, as we 
shall demonstrate below, the training of the sapper in these kinds of work 
must be considered as an essential | art of his instruction. From this 
standpoint, therefore, it is logical to divide the company into two parts: 
the first, will include the men who, before their incorporation were exca¬ 
vators or of a similar calling, and to whom it will be sufficient to teach the 
posting of the workmen, the distribution of the tools, the trace and profile 
of the various trenches of the regulations, and to have them throw up once 
or twice each style of intrenchment: in the second part will be incorpo¬ 
rated those men that, having never touched a shovel or pick before their 
arrival in the regiment, must be subjected to a methodical training, with 


4 


IMPRESSIONS OK A COMPANY COMMANDER. 


which will cooperate, no doubt, the common exercises of the whole company 
in battle fortification, blit which will be carried into effect especially by a 
certain number of exercises in excavation properly graduated, and having 
as their essential object, the hardening of the less vigorous men by the act 
of throwing up the soil itself. Those who are excavators by trade, and 
who would derive no benefit whatever from these exercises, will employ 
their time more usefully in making themselves familiar with the other 
part of the instruction; in case of necessity even, they may be employed 
in the details of guard and fatigue, furnished on those particular days by 
the company, in order to permit those that are most greatly in need of it 
to be present at these exercises of excavation. 

To each captain, therefore, who is better acquainted than anyone else 
with the progress of the instruction of his company and with the special 
aptitudes of his subordinates, and who should be without any obligation 
other than that of completing the different parts of the instruction at the 
times fixed by the commanding officer, may be advantageously left the 
task of preparing the employment of the time, which should be submitted, 
of course, to his battalion commander. To each battalion would be 
allotted, from such a date to such a date, each class of material; in their 
turn, the battalion commanders would place the various portions of it at 
the disposition of their captains, during a stipulated time. The number of 
drills that the company commander can thus devote to each “school ” would 
have nothing obligatory; it would represent simply a maximum that these 
officers would not be bound to attain, if less time would suffice to complete 
the instruction of their men. In such cases, they would have the progress 
made brought to the notice of the battalion commander; this superior 
officer might then authorize them to employ the drills not utilized either 
in certain portions of the instruction which had remained in suspense 
during the previous schools, provided the necessary material were 
disposable, or else in outside exercises, of which the number will never 
be too numerous, etc. 

Let us examine now the argument drawn from the inexperience of 
officers, and see what conclusions should be derived from it. 

It is certain that a captain returning to the regiment after eight or ten 
years’ service in the special staff will find many changes in the drill 
regulations, and in technical instruction and administration; hence the 
necessity for him of a sort of reapprenticeship, which may betray itse f, 
at the start, by some hesitation in the execution of some par s of the ser\ ice. 

This “brushing up” is indispensible; it must be facilitated by every 
means, both to diminish the time it takes, and to make it as compl te as 
possible. For this purpose the most efficacious course to follow is cer¬ 
tainly to leave to the officer all the initiative that is compatible with his 
functions. If, moreover, he falls into any error, his chiefs are at hand to 
correct it before it has had any grave consequences. 

On the contrary, to guide the officer with too tight a rein, bv substituting 
one’s self, in a certain degree, for him in the exercise of his command, 


IMPRESSIONS OF A COMPANY COMMANDER. 


O 


can only go counter to the end to be attained. Such a course can be no 
better than a palliative, or rather a dangerous stage effect, good at the 
best to give regiments capable of making a correct ap t earance at the 
general inspection, but—and this is the truly important { oint—how will 
these companies be commanded when a mobilization has broken their 
correct alignment in the barrack square and has removed them from the 
orderly room and the offices of these ool to disperse them in the foriified 
places and in the great units of command, army cor; s and divisions? 
\\ hat cohesion will these units present if their instruction has been carried 
out, not to the complete exclusion of the captains, perhaps, but at least 
without their cooperation in a really active and personal way? 

Should we suppose that, after they have devoted their time to a serious 
study of the regulations, and after they have received from their com¬ 
manding officers precise but broad instructions, indicating to them the 
obj *ct to be attained, the time to be employed for that purpose, and, if 
necessa y, in their main ou lines, the methods to be followed—should we 
suppose that out of the m n that the annual contingent places in their 
han Is, the majority of engineer officers are unequal to making excellent 
sappers, capable of doing credit to their com anh s and regimen's? No, 
certainly not, and if, from the standpoint of military routine, we may 
have observed a few sins of omission in some of them, excellent officers 
in other respects this results, partially, no doubt, from the multi| lieity 
of their functions in time of peace, but frequently, also from the fact that 
during the time they are passing through the regiments their oppor¬ 
tunities of acting on their own responsibility have been too few by far. 

We repeat therefore that, in order to develop in our engineer captains- 
commandant both professional merit and the habit of decision so neces¬ 
sary in the field, the only method allowable, we are convinced, consists in 
leaving in their hands in time of peace the greatest initiative possible in 
the command and instruction of their companies. 

More than once, during this study, we shall be conducted back to the 
fact that, in time of war, the maj >rity of them will, from a technical stand¬ 
point, at least, be almost completely left to themselves,—whence the 
necessity of accustoming these officers, during peace, to act with a relative 
independence. 

In our opinion this is the controlling idea which should preside in their 
preparation for war. 

Besides it is very clear that to pursue a uniform course with regard to 
all officers is wholly out of the question, and if, along with company com¬ 
manders who are vigorous, intelligent and full of animation, there may 
be found some rather below the mark from any point of view whatsoever, 
it will be the duty of their immediate superiors, that is of their battalion 
commanders, to interpose to guard against the disadvantages resulting 
from any failings observed in their subordinates, and, if it be possible, 
to eliminate the failings themselves, or at least to diminish them. Thus 
they will guide with a tighter rein those who betray too much inexperience. 


IMPRESSIONS OF A COMPANY COMMANDER. 


6 

They will stimulate those who sin through laxity, etc. In these very 
things, in our opinion, should be summed up the essential functions of 
the battalion commanders of engineer regiments, the battalions of which 
do not exist as war units, summoned as tney are, on mobilization, to dis¬ 
tribute their companies among the fortified places, the army corps and 
divisions. 


COMMAND. 

(1) Discipline .—“Discipline is a virtue which impels us to carry into 
effect the intentions of the chief, through a sen.-e of duty and in the 
general interest, by developing to this end the whole physical, moral and 
intellectual energy of which we are capable.” * 

Discipline, as it should be understood in modern armies, seems to us to 
be indicated, in a very precise fashion, in this definition. 

What are the means that will enable us to obtain it, and firstly, what 
sort of a role and how much importance should be assigned to 
punishments? 

Always more or less humiliating for those who undergo them, measures 
of severity can neither inspire nor develop that active sentiment to the 
immediate chief, wherein discipline consists, as it has just been defined. 
Punishments may prevent the commission of offenses, but are powerless 
to implant the desire to do well,—which is however the essential aim of 
our efforts. 

Punishments, in our opinion, are included for the greater part in two 
distinct classes, corresponding to entirely different necessities: firstly, 
there are light punishments,—fatigues, or one or two days’ confinement, 
which constitute a means of “breaking in,” enabling us to stimulate 
indolent natures inclined through laxity to neglect certain parts of their 
duty: in the second class, up to and including transfer to the disciplinary 
companies and trial bv court-martial, are included the more rigorous 
measures that are necessary in the case of those refractory individuals 
that have failed to respond to all appeals to their good sentiments, and 
whose grave and repeated offenses must be the object of stern repression. 

Beyond these limits, punishments may and ought to be reduced to a 
trifling quantity, for it is very often expedient to show indulgence to men 
who, ordinarily perfectly amenable to discipline, have yielded to some 
short-lived weakness. 

Herein lies precisely one of the greatest means of action of the company 
commander, and among ideas of this kind, nothing is more detrimental 
than the schedules of punishments which certain commanding officers 
feel called upon to impose. 

In such matters the tact and experience of each are the best guides. 
We think it our duty, however, to formulate the few following remarks, 
which may be useful to young officers. 


Infantry,” by General Bounal. 


IMPULSIONS OF A COMPANY COMMANDER. 


When one allows any offense whatsoever to pass unpunished, it is 
nevertheless essential to take notice of it by an observation (which will 
often be a simple sign), for lack of which the delinquent might think 
himself permitted to do the same thing again, or else he would conclude 
that his chief had not noticed it, facts which, in the long run, would be 
damaging to the officer’s authority. This observation would be made, 
should the case occur, in terms to make the man understand without fail 
that, if he is not punished, it is on account of his habitual good conduct, 
and because it is considered to be a case of an offense that will never be 
repeated. Such a method applied with tact will often contribute more 
than a punishment to the better discipline of the soldier, by attaching 
him more firmly to his chief. 

The only way to obtain a faithful performance of duty is to make the 
men thoroughly understand what is required of them and to exercise 
close supervision over all details during their first days of service. This 
principle, so evidently necessary that it may appear useless to formulate 
it, is nevertheless very frequently neglected. Directions are given 
incompletely, without the superior’s making sure that they have been 
fully understood, or even are not given at all, and the man is punished 
because they are unexecuted or executed badly. Or else again, after 
orders are properly given and well understood, supervision not being 
exercised, men relax little by little, and at last become utterly neglectful. 
Punishments rain down upon the delinquents, but it is too late; the evil 
bent is formed, and the greatest culprits are the chiefs, who have taken 
no notice of the first slips, something that might have been done by 
simple observations. This explains why the best governed organizations 
are generally tho^e in which punishments are reduced to the minimum. 

These last considerations are of supreme importance in the training 
of recrui.s during the period immediately subsequent to their incorpora¬ 
tion. We shall have occasion later to recur to this matter, in speaking 
of the arrival of young recruits in the company. 

It is therefore unquestionable that punishments, considered as a 
necessary evil, play only a secondary part in the establishment and 
maintainance of discipline as it should be understood. The essential 
elements which combine to realize this aim correspond to three different 
classes of ideas. 

(a) The merit of both chiefs and soldiers, the consciousness of which 
gives the man confidence in his superiors, in his comrades and 
in himself. 

(, b ) Moral education , aiming to develop in the soldier patriotism, 
devotion to the flag, and the sense of duty. 

(c) The solicitude of the chief for the material and moral welfare of 
his men. 

Let us examine these in succession. 

{a) The merit of both chiefs and soldiers. —The soldier, to be truly the 
instrument of his chief, must be conscious of a real superiority in the 


8 


IMPRESSIONS OF A -COMPANY COMMANDER. 


latter, making him worthy in all respects of the authority with which 
he is invested. 

An inefficient chief may by the menace of punishments command the 
obedience of his men, but he will never have their confidence. Young 
officers ought to be thoroughly convinced that, by developing their pro¬ 
fessional merit, not only will they qualify themselves the better lor the 
proper exercise of the functions of their grade, hut they will see singu¬ 
larly increased their sphere of action over their subordinates. 

But it is not only the instruction of the officers that is imp >rtant, from 
this standpoint; the instruction of the men, down to the lowest degrees 
of the scale, when it is well executed, induces reciprocal confidence 
among all the elements of the unit; it is the same way with the moral 
worth of each so'dier, taken individually. From this confidence of all 
with regard to all there results a firm cohesion, which forms the most 
invaluable of qualities for a company in the field. 

From this also springs esprit de corps, which is excel’ent in itself, pro¬ 
vided that it be not exaggerated, and that the consciousness of the merits 
of one’s own arm be not combined with a sort of scorn for everything 
external. The consequence might be, as is unfortunately sometimes the 
case, that soldiers who are entirely devoted to their immediate chiefs show 
themselves much less disciplined as soon as they are placed, either alone 
or in small parties, under the orders of officers of other arms. 

The comradeship of arms, which within a few years has made such great 
progress in our corps of officers, should extend to the men to receive its 
full development. Even more, perhaps, than for the soldier of other arms, 
this quality is necessary for sappers, summoned as they often are, in small 
detachments, to lend their aid to troops of other arms. Moral education, 
tending to develop in the man the most lofty sentiments, permits us to 
impress upon the soldier the necessity for mutual devotion in all the 
elements of the army; and from this point of view its most useful comple¬ 
ment will be found m grand and garrison manoeuvres, and in general, in 
all opportunities, which should be made as numerous as possible, for 
combined operations of troops of engineers and detachments ol other arms. 

(b) Moral education .—The daily routine of duty already furnishes to the 
captain the means of acting, to a certain extent, upon the moral being of 
his subordinates. But his educational functions should not be confined 
within these limits. 

It is not enough, in fact, to limber and strengthen the body of the 
soldier; to teach him to handle the arms an 1 too's he will use in war: 
to obtain precision in the execution of the daily routine in time of peace: 
it is also and especially necessary, as far as the nature of each individual 
will admit, to develop in him moral qualities of the very highest order, 
— that is, absolute devotion to the fatherland and to the flag, and the 
spirit of abnegation which impels the soldier to sacrifice his life without 
hesitation, when the interests of his country require. 

For this purpose the captain will assemble the whole company from 


IMPRESSIONS OF A COMPANY COMMANDER. 


9 


time to time, and will endeavor to impress upon his men the nature and 
importance ol their duty to the country, oome officers hesitate to do 
this, believing that they are not gifted with sufficient fluency of speech; 
let such men lay aside all apprehension. To devote one’s self to philo¬ 
sophical dissertations, which would be incomprehensible for the majority 
of the men, is not the question. In the midst of Europe in arms, the 
more than ever imperative necessity for the entire devotion of every 
Frenchman to his country should be briefly discussed, and a few ele¬ 
ments of the history of France, and especially of the history of our own 
times, should be given to the soldier,—facts which will indicate our 
probable enemies, which will remind him how Germany prepared and 
conducted the War of 1870, and which will impress upon him the obliga¬ 
tion for all Frenchmen, if they are unwilling to fall into decadence, to 
reestablish some day the integrity of the territory of the fatherland. 

No abstractions in these familiar conversations; the anniversary of a 
battle taken part in by the company, an act of devotion performed by 
some soldier of the regiment, in a general way, every incident supplying 
a theme lor an excursion susceptible of touching the heart and imagina¬ 
tion of the soldier, will give the captain opportunity for a discussion 
very summary, if need be, in which the lesson or example to be drawn 
from it by each man will be made plain. 

No necessity to be an orator for that. In such matters the officer has 
only to allow his heart to speak: this will be his surest way of touching 
the hearts of his men. 

Let those comrades of ours try it who have hitherto not thought it 
their duty to employ this method of education. To be convinced of its 
efficacy, it will be enough to see the faces of the men listening to the 
captain, when he is explaining one of those questions, capable of solution 
for a great nation like France, bv life or by death, or at least by incon¬ 
testable greatness, or irreparable decadence. 

(c) The material and moral welfare of the soldier .—The regulations pre¬ 
scribe that all officers, of all grades whatsoever, take the most solicitous 
concern in everything connected with the material needs of the soldier. 
In the absence of any other reason, these instructions would be justified 
by the evident fact that the physical effort that may be demanded of the 
man, his resistance to all kinds of fatigue, bear a direct ratio to the manner 
in which the body is maintained in a good state of vigor and health. 

But this material result is not the only one to be obtained by a chief 
truly anxious for the welfare of his subordinates. It is clear, indeed, 
that since the physical reacts upon the moral being, the latter will be so, 
much the better for the soldier’s being more vigorous and better trained; 
but there is another consequence equally deserving of our attention. 
The feeling that his chief is concerned in his welfare exerts an excellent 
influence on the man’s state of mind ; on the contrary, nothing is more 
depressing for a company than to perceive that its commanding officer 
lacks interest in its material needs. 


10 


IMPRESSIONS OF A COMPANY COMMANDER. 


The moral welfare of the soldier demands equally our care. To make 
the recruit, unacclimated in the new element in which he has to live, 
feel on all sides the sympathy of his chiefs and of his comrades; to take 
care that the non-commissioned officers show moderation as well as firm¬ 
ness in the exercise of their authority; to repress extravagance of 
language and harsh words, which merely irritate the victims against 
their superiors; and in general, to spare the soldier every useless shock,— 
all these means contribute to the foundation of good discipline, ensuring 
the chiefs, not only the respect and obedience, but also the sympathy of 
their subordinates. A mark of solicitude, which is a cheap attention for 
the officer who gives it, often ensures him the deep attachment of the 
soldier concerned, during his whole service and even in years to come. 
It may be a favor to a man on the way to a sick parent, a visit to the 
hospital or to the infirmary, or even less, some trifle perhaps, but to the 
soldier it is proof enough that his chief takes an interest in him. 

(2) Officers .—A very interesting and sometimes a very delicate part 
of the functions of the company commander consists in his sphere of 
action over his subaltern officers. 

A young officer graduates from Fontainebleau or Versailles; he joins 
the regiment with a good theoretical education, but he lacks the practical 
part of his profession, and in order to become a good company officer with 
all the authority due to sterling professional merit and a profound 
knowledge of men, he will find many things to be done. The importance 
therefore of the first impressions received and the great influence of the 
first immediate chief, the first company commander, may be readily con¬ 
ceived. The greatest concern for his lieutenants, and particularly for the 
recent graduates, the first steps of whose official career he should guide 
with all possible solicitude and tact, should therefore be an essential 
duty for the captain. 

Doubtless the captain is not and should not be the only one to direct 
and instruct the lieutenants under him ; the field officers and the colonel 
especially participate to a great and even a preponderating extent. We 
often hear “Like colonel, like regiment,” which amounts to saying, from 
the standpoint which concerns us, “Like colonel, like corps of officers.” 
Now the young lieutenant or second lieutenant is readily affected by 
the new environment in which he is called to live. 

But although thus limited, the captain’s task is fair enough to mon¬ 
opolize his care. 

We have striven to prove that the greatest initiative possible should be 
left to the company commander ; the same principle will guide this officer 
in his dealings with his subordinates and especialy with his lieutenants. 

Of course the degree of initiative left to the latter should be carefully 
proportioned to their degree of experience: however, unless incompetency 
is visible in an officer, a company commander should be guided by the 
two following rules: 

(a) To reduce orders and instructions to what is strictly necessary, 


IMPRESSIONS OF A COMPANY COMMANDER. 


11 


and for this reason, never to settle a detail that can be settled 
by a lieutenant. 

(b) Orders once being given, to interpose in the execution thereof 
only if he foresees that the subordinate will encounter a check; 
if the result of the first measures taken is merely a waste of 
time or some similar inconvenience, he should allow him to 
continue the course he has adopted When the work or exercise 
is finished, he will explain to the officer that such another method 
would have effected a saving of time, of personnel or material. 
The lesson will be thus much more profitable. 

This rule does not apply, of course, when the company has 
to take part in combined manoeuvres. 

When the captain comes to a decision of some importance to the dis¬ 
cipline, instruction, or administration of the company, it will generally 
be profitable to acquaint his lieutenants w T ith the reasons which have 
determined him. By taking this course, not only will he qualify them 
for their functions when they are themselves company commanders, but 
he will post them thoroughly as to his views on various matters of duty: 
in this wav he obtains the priceless result that, if he is absent or not 
available, these officers will act, if not exactly as he himself would have 
done, at least in a manner generally conformable to his intentions. 

The performance of duty is the more precise and enthusiastic as it is 
made the easier and the more agreeable: on the other hand, a captain 
who endeavors to spare his lieutenants useless drudgery may on this 
account be more exacting in the various duties where what is accom¬ 
plished by the officer is of some real use. 

Must we add that a captain really worthy of the functions devolving 
upon him will find it not unprofitable to treat his subalterns as comrades? 
The captains who keep their lieutenants at a distance are often officers, 
who, conscious of their inferiority, fear to compromise their authority 
by allowing their subordinates to become too well acquainted with them. 

Such captains are only to be pitied; but to those who, for any other 
reason, think it their duty to act in the same way, we fearlessly affirm 
that they can not fail to gain by a change of method. Their subordinates, 
taken more into confidence, will acquire more assurance in the routine of 
duty; the ideas and intentions of the chief being well known to all, duties 
will be performed more readily, without any of the jarring which occurs 
too frequently in the units where cohesion is lacking, because the chiefs 
have been unable to establish the necessary unconstraint in their relations 
with their subordinates. 

It is hardly necessary to say that the captain’s good example, that is, 
the most scrupulous precision on his part in the performance of every 
duty, is the best means yet at his disposition to impress the sense of duty 
vividly upon his young subalterns. 

As to the instruction proper of his lieutenants, it should consist almost 
entirely of practical exercises, and the daily routine is from this stand- 


12 


IMPRESSIONS OF A COMPANY COMMANDER. 


point the best of schools. There is however a portion of this instruction 
to which we think we should draw attention, for it is generally, in our 
opinion, not sufficiently developed: we mean knowledge of other arms 
and of general tactics. 

Everybody agrees in acknowledging that whether an officer belongs 
to the infantry, cavalry, artillery or engineers, he is but half formed, if 
he is insufficiently acquainted with the other arms; this condition is 
necessitated by the reciprocal aid that the various elements of the army 
should lend each other on the battle-field. 

Now it must be observed that, except in the exceptional cases where 
they are utilized as infantry, the mission of engineer troops in battle 
always consists in preparing or facilitating the action of one or several of 
the other arms: on the other hand, during an action, as we shall see later 
in speaking of technical instruction, engineer officers should be at all 
times qualified to grasp the situation, in order to seize without hesitation 
the opportunities where they are privileged to employ, on their own 
initiative, the personnel under their orders. We may conclude from 
these two considerations, especially if we bear in mind that no intermed¬ 
iary exists between the divisional commander and the divisional captain- 
commandant, that, among officers of all arms, the engineers stand most 
in need, perhaps, of thorough tactical instruction, both as regards tac¬ 
tics in general, and the tactics special to each arm and particularly to 
the infantry and artillery. 

Besides, if we may judge from what happens ordinarily during grand 
manoeuvers the captain of the divisional company will march in the 
field, as a rule, with the division commander; the company will thus find 
itself under the command of a lieutenant perhaps extremely young in 
rank. Doubtless here will be no great inconvenience in this as long as 
the company has nothing to do but to march in its place in column, but 
suppose that an action becomes imminent, and that the captain, sent on 
a reconnaissance or prevented for any other reason, does not immediately 
rejoin his company, the lieutenant will succeed to the task of guiding it 
in the midst of troops of all arms, and of formulating the important 
decisions, the necessity of which may be evident from time to time. 

One can not therefore begin too soon to develop practically, as far as 
possible, the tactical instruction of young engineer officers. Reconnais¬ 
sances, double-action exercises on the map, manoeuvres of all sorts, will, 
from this standpoint, be of the greatest profit to them. 


IMPRESSIONS OF A COMPANY COMMANDER. 


a 


THE NON-COMMISSIONED OFFICERS. 

The part played by the sergeants of a company is of capital importance. 
They are the indispensable auxiliaries of the officers in all the details 
of military duty, and its proper execution is thus dependent, in great 
part, on their efficiency. 

In permanent contact with the men, they exercise an immediate 
influence on them; their esprit de corps , and their manner of performing 
their duty has consequently, a considerable effect on the company as a 
whole, and the greatest care of the captain should be, to have a good body 
of non-commissioned officers. The adoption of the the three-years’ service 
rule, by bringing about a much more frequent renewal of this grade, has 
rendered the task of the company commander so much the more difficult. 
Formerly, when the five-years service rule was in force, each year at the 
liberation of a class, about one-third of the non-coms were lost those who 
remained maintained the traditions, and the newly promoted men formed 
themselves, so to speak, on their older comrades. Now it is no longer the 
same; each year, in September, the companies have their body of sergeants 
entirely renewed, with the exception of the first sergeant and one, or rarely, 
two reenlisted sergeants, also possibly a sergeant who was not discharged, 
having been promoted to this grade before two years service, or from 
those men who are enlisted for four years; but the sergeants coming under 
these last two heads are not numerous in engineer regiments. The new 
sergeants are imbued with a spirit and bring into the company habits 
which are not those of the new surroundings in which they are called 
upon to serve. The result of this arrangement is a somewhat critical 
period which should demand all the attention of the captain. 

A first means of lessening this inconvenience, is to require that a man 
who has served in the company as a corporal be assigned to it as a sergeant. 

By taking care in the selection, one will thus have, together with the 
reenlisted men who generally remain, a nucleus which will greatly facilitate 
the breaking in of the newly promoted men coming from other companies. 

It is also very useful in this connection,—but this is the colonel’s busi¬ 
ness—that the vacancies amongst the sergeants which are produced at the 
liberation of the class, be not filled all at one time; but, for example, by 
means of two separate promotions, one at the end of September, the other 
a few days before the arrival of the recruits. 

• Upon receiving his new sergeants, the captain should explain very clearly 
the way in which he understands that their duties should be performed. 
It would be an error to believe that the regulations indicate in detail the 
duties inherent to each grade, so clearly as to dispense with this. The 
inexperience of the young sergeants needs a guide: also, it is clear that, in 
a company, all those who exercise any authority whatever, should do so in 
conformity with the views of the captain and it would be improper, view¬ 
ing it in this way, to abandon the new sergeants to their own devices. 

It is especially necessary to make them understand properly, from the 
time of their arrival in the company, that the actual execution of the 


IMPRESSIONS OF A COMPANY COMMANDER. 


b 

details of the military duty rest almost exclusively on them; to inspire 
in them the greatest horror of lying, unworthy of a soldier whatever his 
grade, and which ought to be combatted by every possible means; in return, 
to show them such confidence as will raise them in their own estimation. 
They will thus acquire, of themselves, the habit of doing their duty con¬ 
scientiously even in the absence of their officers and when any verification 
on their part is impossible. A few marks of interest, properly shown, will 
succeed in making of the new sergeants subordinates who are entirely de¬ 
voted to their captain; let there he added to this a discrete supervision of 
the details of their duties at first and the firm yet kindly correction of 
little well appreciated faults, and you will have, at the end of two or three 
months, sergeants who, with few exceptions, will be valuable auxiliaries 
to their chiefs, entirely competent in the performance of the duties which 
have devolved upon them. 

Of course officers will never intrude upon the rights and just authority 
of their sergeants and the attention of the lieutenants should be specially 
called to this point. On the contrary, in proportion as they acquire 
experience, they will be left more and more to themselves and will be in¬ 
trusted with tasks as little beyond those which properly belong to their 
grade; the double advantage will thus be obtained of giving them greater 
prestige in the eyes of the company and preparing them to replace their 
officers in case of necessity. 

It must be recognized that many captains who complain of the inefficiency 
of their sergeants have only to examine their own consciences; they will 
appreciate that if they had not left them so much to themselves at first, 
and had not waited before intervening until the effect of the bad habits 
acquired had made itself felt, and if, on the contrary, they had seized all 
occasion to develop self-reliance / and initiative in them, such mediocre 
sergeants would have made very fit non-commissioned officers. Certainly 
the restricted time of service does not facilitate the task of the company 
commander, but this is the more reason for his devoting every care to it. 
The way in which the sergeants perform their duties depends upon the 
manner in which they have been brought up by their captain, and it 
may truly be said that the quality of the sergeants of a company and 
the spirit which animates them, are the true touchstones of the worth of 
the officer who commands them. 

THE CORPORALS. 

Although modest in rank, the grade of corporal is none the less one of 
the most difficult; the man who occupies it usually has not had enough 
experience to teach it to his subordinates; the life in common with these 
latter leads almost necessarily to such familiarity that it is not conducive 
to increasing his authority; it may even be said that a corporal depends, 
to a certain extent, on the men of his squad, for, being engaged in a very 
absorbing duty, he is often obliged to appeal to their good-will to prepare 
his accoutrements, clean his arms, etc.; if, in addition, as sometimes 


IMPRESSIONS OF A COMPANY COMMANDER. 


C 


happens, unfortunately, he has a difficulty with the sergeants who, instead 
of aiding him in the performance of his duty, shoulder on to him a part 
of theirs, one appreciates how thankless the grade of corporal may be. 
In certain cases his duties are very numerous; he depends on a number 
of superiors and in spite of all his good-will, he does not succeed in 
satisfying all. 

The captain therefore has numorous reasons for being very solicitous 
concerning his corporals. He ought to aid their inexperience by his 
advice, supervise as closely as possible the discipline in the interest of the 
squads and facilitate them in the performance of their duty as far as lies 
in his power. Almost all of them being destined to become sergeants he 
will attach the greatest importance to their military and technical training. 

This question of promotion from the lower grades leads us to say a word 
concerning the special “platoons of instruction” which are still in use in 
the engineer regiments. 

A few days after their incorporation, the recruits are examined in the 
companies with a view to primary instruction, where they are given a 
dictation exercise and two or three problems; those who come out the 
best are proposed to join the “platoon of special instruction.” We may 
remark that this assignment is made solely in accordance with the results 
of the primary examination as the men have been in the service too short 
a time for their captain to be able to appreciate them from any other 
standpoint. 

From this moment they escape from their company commander almost 
completely; if, in certain cases, their theoretical instruction may gain by 
it, their military education and their practical instruction certainly suffers. 

Those who are not extraordinarily awkward at drill, or of notoriously 
bad conduct or who have not a particularly poor memory reach the time 
of the disbanding of the instructive platoon without mishap; each of them 
is then given a classification number which depends principally on the 
greater or less facility with which the lance corporal has learned the 
“letter of the theory.” With rare exceptions, promotion of the “candi¬ 
dates ” to the grade of corporal is made in the order of their arrangement 
in the platoon of instruction. 

We may therefore sum up as follows: Designation of the lance corpo¬ 
rals in accordance with the result of the primary examination, classifica¬ 
tion in the instructional platoon, then promotion to the grade of corporal 
in accordance with the more or less fortunate memory which each 
man shows. 

We need not reiterate the artificiality of such a process. 

What precedes applies to the instructional platoon of the lance corporals; 
the same difficulties are found in that of the lance sergeants with this 
extenuation however, that the non-coms who form part of it, having had 
some service, it is possible to know more of their military qualities. 
Nevertheless, here again memory plays the principal part. We conclude 
from this that instruction in the company ought to be applied to the 


d 


IMPRESSIONS OF A COMPANY COMMANDER. 


lance corporals and sergeants as well as to the men. Besides, we do not 
see why, what is recognized by the most competent military authorities as 
good for the infantry, should not be so for the engineers; it being admitted 
on the other hand that we have never seen instructive platoons organized 
except for military instruction, properly so called; all that which relates 
to technical works being taught in the same company to all the men 
whether they are or are not to receive advancement. 

The consequence of the instruction of the lance corporals and sergeants 
in the company is almost necessarily that they are promoted in their own 
unit. It has been remarked that the result of this might be that some 
of the non-coms may not have, for some time at least, sufficient authority 
over their former equals; but this difficulty, when it exists, and it should 
not be exaggerated, is more than compensated by the following advan¬ 
tages. In the first place, the captain, knowing that he is preparing his 
own body of sergeants and corporals, will exercise so much the more care 
in the instruction of the men who, by their character and manner of serv¬ 
ing, appear to him apt to become good non-commisioned officers, having- 
real authority over their men ; you will never see—as sometimes happens 
with the system of changing newly promoted men from one unit to 
another—a company commander recommending a worthless corporal for 
a sergeaney with the sole object of getting rid of him; finally, then, will 
be avoided in great part, the difficulty mentioned above of renewing 
almost the entire body of inferior non-coms when a class is liberated.* 

The newly promoted men, remaining in surroundings which are 
familiar to them, and well acquainted with the ideas of their captain, 
will have an infinitely easier apprenticeship than in changing company. 

We may say, moreover, that we have requested and obtained several 
times, in the company which we had the honor of commanding, the pro¬ 
motion in place of lance corporals or sergeants; we have never remarked 
that they had less authority over the men than their comrades who 
came from other companies. 

It is objected also that one does not find in all the units the necessary 
resources of the non-commissioned officers to carry on properly the instruc¬ 
tion of the lance corporals and sergeants; but it does not seem that this 
obstacle is insurmountable. The result of it would doubtless be an 
increase of work, principally for the lieutenants and sergeants, but this 
is nothing when we regard the advantages which are procured by the 
instruction carried on in the interior of the company, as compared with 
that given in platoons of instruction. 

THE MEN. 

As far as regards discipline, we have set forth almost all we have to say 
concerning the men. We will have occasion to complete it further on, in 

* 1. Let us remark that it is always possible to avoid it by changing from a company in case of 
need, the non-coms for which this measure appears useful. 

2. What we have said in this connection concerning sergeants applies equally to the corporals; if 
they are not all promoted to sergeancies, at the departure of a class, there remain for the most part 
in the companies only two or three, usually of only medium efficiency or very young in rank. 


IMPRESSIONS OF A COMPANY COMMANDER. t 

speaking of military and technical instruction. We wish here only to 
draw attention to the circumstances surrounding the incorporation of 
the recruits. 

A few days beforo the arrival of the recruits, the captain should assemble 
the non-commissioned officers of the company in order to instruct them 
concerning the way in which he intends that the recruits should be treated 
during the first days of their presence under the flag. 

The young men whom we receive almost always arrive animated by a 
desire to do well; many of them feel a certain apprehension which para¬ 
lyzes the more timid, and which it is necessary to be careful not to take 
for ill-will. Rigorous methods ought therefore, except in entirely excep¬ 
tional cases, to be completely set aside; the non-coms and particularly 
the corporals in command of squads, ought to rival one another in zeal 
to teach the recruits the various details of their daily duty; at drill, the 
instructors should avoid all harshness. 

It is only after some time, when the recruits are somewhat acclimatized 
that the faults really imputable to laziness or ill-will can be picked out; 
then only, alter one or two observations have been allowed to pass, it will 
be proper to make use of a few slight punishments which will usually 
suffice to bring the man back to the proper path. 

One thing which it is necessary to watch very closely is the assignment 
to fatigue duty. There are often, in the contingent assigned to a company, 
one or two recruits particularly lacking in intelligence, although, in the 
beginning, at least, they do not bear ill-will in the performance of their 
duty, yet they find themselves picked out and taken in hand by the 
inferior non-commissioned officers. If care is not taken, these men 
will find supplementary fatigue duty without the knowledge of their 
officers. No longer having time to clean their own arms and equip¬ 
ments, they are punished for slovenliness, they become excited and 
end by committing an act of insubordination for which they are severely 
reprimanded. Their morale is completely demoralized by the bad sub¬ 
jects which they meet in the guard-house; they come out of the guard¬ 
house worse than they entered; from this time, they are on the downward 
path where perhaps nothing will stop them. The captain ought, there¬ 
fore, to watch closely those men who are pointed out to him during 
the beginning of their presence with the flag, as being particularly diffi¬ 
cult to train. Otherwise, it will do to keep very close control of the 
fatigue duty, which he will frequently verify. 

This shows us that it is very useful, during the first few days after the 
arrival of the recruits in the company, that their captain should have 
some idea of each of them in particular. 

For this purpose, from the day after their incorporation, he will com¬ 
pare them individually, will question them concerning their occupations 
in civil life, the condition of their family, etc., and will enter with care 
all this information in a note-book, to which other information may be 
added later, as he knows them better. The whole will constitute for 


f IMPRESSIONS OF A COMPANY COMMANDER. 

each man papers which the company commander will consult very use¬ 
fully in many circumstances (leaves of absence because of the applicant 
being necessary to the support of his family, for harvesting, leaves of 
long duration, applications of all kinds). 

This method of procedure is advantageous from another point of view ; 
the recruit sees in it a first mark of interest given him by his chief, 
who thus ceases to be a complete stranger to him as soon as he arrives in 
the company; this fact contributes to stimulating his good-will and sup¬ 
pressing any feelings of apprehension which interfere with his usefulness. 

Therefore, to sum up, the duties of the captain should be exercised with 
great firmness, care and kindness. 

Of course, details vary and should vary with the chief who employs 
them, as well as with the men to whom they are applied, and that which 
succeeds in one case may not be suitable in another; we need not con¬ 
sider the three conditions above indicated as any the less necessary; the 
individual temperament of each captain will only give predominance to 
one of them without ever allowing him to suppress any one of them com¬ 
pletely, if he desires to be sure of being able to obtain, everywhere and 
under all circumstances, the best possible result from the men the country 
has intrusted to him. 


Part II. 


INSTRUCTION. 

All officers who, during the past few years, have been concerned with 
the instruction of engineer troops, can testify how difficult, not to say 
impossible, it sometimes is to give sufficient time to each of the different 
branches which make up this instruction, military as well as technical. 

Such a situation is due to several causes, to remove which is not within 
the sphere of the company commanders; they can only endeavor, by 
redoubled zeal and activity, to diminish the resulting ill effects. 

However, on account of the extreme importance of this question, and 
although it is but indirectly related to the chief object of our paper, we 
have thought best to set forth, on this subject, certain considerations, 
which for the sake of clearness we have relegated to an appendix at the 
end of the present essay. We shall then confine ourselves in the follow¬ 
ing chapter to a few remarks which seem to us likely to be of interest to 
our young comrades called to command companies. 

Since the relative importance which should be attached to such or 
such part of any given branch is usually in question, we must suppose 
the captains left free, as much as possible, themselves to regulate the 
employment of their time, subject to the approval of the battalion com¬ 
mander. and in compliance with the two following conditions: 

(1.) To finish the different parts of the course at the times fixed by 
the chief of engineers. 

(2.) To reduce to a minimum the time, after the incorporation of the 
recruits, during which the company can not be mobilised with all pits 
elements in working order. 

MILITARY INSTRUCTION. 

DRILL REGULATIONS. 

Existing orders provide that the infantry drill regulations shall be 
applicable to engineer troops. It is quite certain, however, that the 
latter, by reason of the exigencies of their special instruction, can not 
study or practice these regulations to the same extent as the arm for 
which they are more particluarly intended. This, besides, would be use- 


14 


IMPRESSIONS OF A COMPANY COMMANDER. 


less; for engineer troops, when in exceptional cases they are employed as 
infantry, are so employed under absolutely special conditions, which do 
not demand in the sapper all the qualities which a good infantryman 
should possess. 

For the details of this instruction, we can not do better than to refer 
our comrades to the remarkable work of General Bonnal. Of course, 
we must take into consideration the fact that it is almost impossible for 
engineer troops to engage in certain exercises, such as boxing and single¬ 
stick, which doubtless would be to their profit, but which must yield pre¬ 
cedence to other branches of instruction much more important to the 
engineer arm. However, we must avoid falling into exaggeration, 
and considering everything in the way of gymnastics to be useless to the 
sapper. Running and jumping, in particular, might be practiced to a 
greater extent than is usually the case. 

The necessity of recurring frequently to individual instruction and 
exercises in detail is perhaps greater in the engineers than in any other 
arm. The goings and comings on the engineer drill ground, where it is 
impossible to exact absolute and continual correctness from men often 
burdened with the most various loads, rapidly gives to the sappers, if one 
does not look out for it, a habit of carelessness most prejudicial to good 
execution of movements as soon as close formations are resumed. It is 
then indispensable, over and above the drills properly so called, to take 
the men in hand whenever the occasion arises. 

FIELD DUTIES. 

In the instruction in field duties, the dispositions will frequently be 
studied, which must be taken by a company or a detachment of less 
strength to protect itself when acting alone. The case of the company 
employed as a unit of the guard in a complete system of outposts must 
indeed be regarded as quite abmormal; while a detachment of engineers 
may often be required to provide for its own security in cantonment or 
bivouac, when, with a special mission in view, it is employed in front or 
on the flank of the army, covered at most by a few small bodies of cavalrv. 

As regards the call to arms, it is essential that the company be well 
trained to assemble in the minimum time without drum or bugle. A 
company of engineers is in camp in a locality also occupied by bodies of 
other arms. In the middle of the night, its commander receives orders 
to set out immediately with his company to make a demolition, repair a 
crossing, etc. The company or the detachment must, in this case, be able 
to assemble rapidly, and to do this in silence, so as to disturb in no way 
the rest of the other troops. To this end, the quarter-guards will make 
themselves familiar with the quarters of the officers and the non-commis¬ 
sioned officers, so as to be able to waken them in the night without any 
groping about. On their part, the sergeants will know exactly the sleep¬ 
ing-places of the chiefs of squads, and the latter, those of their men. In 
drills of this nature, the non-commissioned officers must be accustomed to 


IMPRESSIONS OF A COMPANY COMMANDER. 


15 


arrive at the place of assembly with their half-sections or squads complete; 
and must be made to understand that a sergeant or a corporal does not 
fully perform his duty in reporting to the captain the absence of such or 
such a man; he must first have done everything in his power to find the 
man. Whenever the company is required to pass the night out of bar¬ 
racks. these measures will be strictly enforced, so that everyone may 
become thoroughly accustomed to them. 

In the matter of marching, the engineers must be as expert as the 
infantry; because not only must the companies be able, without great 
fatigue, to keep up with the bodies of infantry of which they form an 
integral part, but sometimes they will even be called upon to double the 
day’s march, only to begin work on arriving at their destination. 

This training can not be obtained by means of marches performed once 
a week, or once a fortnight. Such exercises, so spaced, will only enable 
a previously trained company to keep up the habit of marching. It is 
necessary for the end in view to cause the company to make, consecu¬ 
tively—excepting necessary days of rest—eight or ten marches of increas¬ 
ing length. Two weeks may be given to this purpose, which will be 
utilized in the following manner:— 

1st Week. 2nd Week. 


Monday, 15 km. 
Tuesday, 18 km. 
Wednesday, rest. 
Thursday, 18 km 
Friday, 20 km. 
Saturday, 22 km. 
Sunday, rest. 


Monday, 22 km. 
Tuesday, 25 km. 
Wednesday, 25 km. 
Thursday, rest. 
Friday, 30 km. 
Saturday, 35 km. 
Sunday, rest. 


It will be advantageous to make these practice marches at the end of 
winter, between the termination of recruit instruction and the beginning 
of the season on the engineer drill-ground At this time, the young sol¬ 
diers are under better control of their instructors than at any other, 
and consequently, no time is more favorable for accustoming the com¬ 
pany to march with all the precision compatible with the condition of 
the road and the state of the weather. This instruction is of the greatest 
importance, and it may be said that the appearance of a company on the 
march, when it has just made 30 km. in bad weather or over a cut up 
road, is one of the best criterions of its instruction, and even of its morale. 

• Taking this view, some officers advocate the use of the cadenced step; 
and, in certain army corps, the route step has been forbidden except in 
crossing fields. This measure is somewhat debated ; and in fact if it does 
give a fine appearance to the company on the march, and permits an 
almost exact maintenance of lengths and distances, it is certainly a cause 
of great fatigue to certain men of exceptional conformation, and even for 
the whole company, if the condition of the road followed is only a little 
short of perfect. 


16 


IMPRESSIONS OK A COMPANY COMMANDER. 


However this may be, experience shows that after a few consecutive 
marches men at route step will he found to plant one foot—right or left 
indifferently—almost all at the same time; this no doubt results from the 
fact that being habituated to the cadenced step, they have a tendency to 
plant the font at the moment when they hear the sound to which their 
ears are accustomed This being so, every man, in order to march more 
easily, is led to take the step of the man in front of him, so that one may 
say that after three or four consecutive marches the company, allowed to 
take the route step, will take of itself a gait, which differs from the 
cadenced step only in this, that the step usually changes from one section 
to another throughout the company, and even in the middle of sections 
This is the result of the little breaks which are necessarily caused by the 
irregularities of the road, however trifling these may be; it is due to this 
fact that one see^ the men frequently change step, when the cadenced 
step b}^ company is used. 

We conclude from what precedes that if the employment of the 
cadenced step by company, imposing it on all the men, is not without 
objections, the use of this gait by section presents nothing but advantages, 
with the understanding that the men who can not conform to it without 
fatigue shall he left free to take the route step. Under these conditions 
the cadenced step, far from being an inconvenience to the soldier, facili¬ 
tates the march, and permits as far as possible the preservation of the 
alignment by ranks and files, which must he observed whenever the state 
of the road does not re quire that the men be allowed to choose at will the 
best paths, or the temperature does not necessitate increasing the intervals 

If, on his part, the guide takes a regular step, if he is careful not to 
increase the gait on descents nor to decrease it on ascents, we shall thus 
reduce to a minimum the lengthening out and the resulting fluctuations 
which are the chief source of fatigue to the men when the road is good 
and the temperature normal. 

We must remark the propriety of performing these field-duty drills bv 
company and not as is sometimes the case by battalion and even by regi¬ 
ment. Leaving aside the entirely exceptional case in which the three com¬ 
panies of an army corps are united for some specified duty, it is always by 
company that engineer troops in campaign will operate, and it is essential 
that the captains become accustomed to acting on their own responsibility, 
without other instructions than the very general ones which will be received 
from their immediate superior authorities, and to regulate without hesita¬ 
tion a number of details which, in an infantry regiment, fall to the colonel 
or the majors. 


FIRING. 

Without having the same importance as for infantry, firing neverthe¬ 
less constitutes one of the essential portions of the instruction of engineer 
troops. 

It must first be observed that in the instruction of the marksman, 


IMPRESSIONS OF A COMPANY COMMANDER. 


17 


whether he be an engineer or infantryman, two very distinct objects may 
he contemplated: 1st. To make the man acquire great skill at target 
practice,—in other words, to make him a good shot on the range: 2nd. 
By frequently repeated drills, so to accustom him to the motions of load¬ 
ing and aiming, that they become instinctive in the soldier, and are cor¬ 
rectly executed even at short range, in spite of the emotion caused by 
the proximity of the enemy. It is certain, indeed, that in proportion as 
the distance between the hostile forces diminishes, the number of men 
who are really in condition to take careful aim becomes less and less; at 
the moment of the decisive fire, all that can he asked of them is to shoot 
into the crowd. 

Is one justified, therefore, in saying that skill in target practice is use¬ 
less? Certainly not. 'The infantry especially in order to embarrass the 
service of the hostile batteries, may have need of carefully aimed fire, 
delivered from such a range that the emotion experienced by the good 
shots who will be employed in such a case, will deprive them of only a 
small portion of their habitual powers: again, on the defensive, when fire 
is opened at a great distance, many men will be able to utilize the skill 
which they have acquired on the range, etc. But there is another reason 
which by itself would justify the importance usually attached to target 
practice; when a man shoots well, he acquires a confidence in his weapon 
which has the best effect on his morale. 

With special reference to engineer troops, it is to be observed that w hen 
they do fire, it is when they are immediately threatened by the foe or when 
they are employed by the commanding general, in default of infantry, to 
oppose a too pressing enemy. This indicates that shooting at long range— 
by which w r e understand a distance greater than 800 to 1000 metres—will 
b<3 the exception for engineers; it will almost always beat short distance 
that they will have to fire. 

It is therefore important, for the reasons just indicated, to make them 
execute very frequently the motions of loading and firing. To this end, 
everv time that the company, for any reason whatever, falls in under 
arms, it will go through the motions of a few volleys and of firing at wall. 
In any case, these exercises, which take up very little time, should be 
given not less than three times per week. 

As to target practice, the method laid down in the firing regulations,, 
properly applied, allows most of the men to acquire sufficient skill in 
this kind of drill. However, after a certain amount of instruction firing, 
a- persistent lack of proficiency is noticed in a certain number of men. 
In some of these, this results from defective vision, which must be cor¬ 
rected by suitable glasses. Some*of the others jerk the shoulder or the 
finger, as pointed out in Art. IV of the firing regulations (Causes of Irreg¬ 
ularities in Firing) which sets forth the means of remedying these defects. 
But the unskillful ness of the greater part may be ascribed to another 
cause, this is, that the men, before they succeed in directing the line of 
sight on the object, become fatigued in the arms or in the eyes, so that 


18 


IMPRESSIONS OF A COMPANY COMMANDER. 


they can no longer attain this end, try as they will; despairing of success, 
they finish by pulling the trigger almost at random; it is obvious what 
the result of firing under these conditions must be. For these men who, 
we repeat, form the great majority of the unproficient, there is a very 
simple and effective remedy, which, moreover, is no other than the method 
of perfecting themselves used by many good shots: it is to practice them 
for a few minutes every day in directing the line of sight on any given 
point and holding it in that position as long as possible. At the end of 
a few days of this treatment, we shall see satisfactory results obtained by 
the greater part of the men who previously could not hit the target. 

In addition to the instruction of the men, there is that of the officers, 
which, at least for the infantry, is still more important; it comprises the 
estimation of distances, the use of the different fires, the regulation and 
control of the firing. The fact that we have pointed out, that when engi¬ 
neer troops are called upon to fire it will almost always be at short range 
certainly very much simplifies this part of the instruction of the officers 
of the arm; still, we must be careful not to conclude from this that it may 
be completely omitted. 

T ECH NI CAL INSTRUCTIO N. 

As regards the details of instruction in sapping, mining and bridge¬ 
building, we have no remarks to make; we will only say a few words on 
the fortification of the battle-field and on technical instruction in winter. 

FORTIFICATION OF THE BATTLE-FIELD. 

Field-works may be divided into two distinct classes: the first includes 
the more or less deliberate works permitted by a defensive organiza¬ 
tion of some importance, carried on out of the presence of the enemy: 
in the second we place those which have to be executed in the pres¬ 
ence or under the immediate menace of the enemy, and in a very lim¬ 
ited time,—sometimes a few minutes: for example, putting into defensive 
condition a point of support just occupied by the advance guard, 
f>reparing an outlet for a column about to attack, etc. 

The execution of works of the first kind may always be accomplished 
by very ordinary laborers, on condition only that they are relieved often 
enough. Those of the second class, on the contrary, require a rapidity 
in laying out and beginning work, and a vigor in the execution, which 
certainly can he attained only by specially trained troops. 

In the first case, therefore, the use of working parties of infantry is 
clearly indicated, except for works which require special instruction or 
an outfit which none but engineer troops have; moreover, this will most 
often be inevitable, for the number of the engineers is too small to allow 
them to complete by themselves the works of all kinds required by a 
defensive organization with any pretensions to completeness. 

It would appear preferable, when possible, to spare the sappers at this 
period of the operations; thus avoiding the premature exhaustion of a 
strength which they will need in order properly to carry on the manifold 
tasks which will devolve upon them in the course of the battle itself. 


IMPRESSIONS OF A COMPANY COMMANDER. 


19 


At that time—and especially when the action is an offensive one—the 
infantry will have other things than work to do: they will be on the 
firing line, assembled in expectation of the order to engage, or on the 
way to the battle-field. Therefore the work of all kinds whose necessity 
is successively perceived in the course of the action will fall almost exclu¬ 
sively upon the engineers. While the companies with corps headquarters 
will be charged with those which are in some sort of general importance 
to the army corps of which they form a part, such as the preparation of 
positions for retreat, the destruction of important structures, etc., the 
divisional companies, closely accompanying the infantry, will have to 
perform the task of putting in defensive condition the points of support 
seized by the advance guard, as well as those which the infantry takes 
possession of in the preliminary combat; to contrive exits and roads in 
order to facilitate the movements of infantry and artillery, etc. 

Above all, it will be in presence of an attack coming from an unex¬ 
pected quarter that the greatest efforts will be required from the engineer 
troo s If these are well trained and well commanded, they may in a few 
minutes organize a point of support which, however precarious, will per¬ 
haps permit the small number of men available to gain the necessary time 
for bringing up reserves. As to the captains, they must usually in such 
cases act on their own responsibility, with waiting orders which, if they 
reach their destination at all will almost always arrive too late. 

In order that this part may be well played, it is necessary that the 
engineer officers be as well informed as possible as to the intentions of 
the commanding general, and attentively following the phases of the 
fight, shall be sufficiently instructed in tactics to appreciate with exact¬ 
ness the different situations which successively present themselves; have an 
initiative which leads them to take of their own motion, without hesita¬ 
tion all the measures which lie in their province and whose necessity they 
perceive; and finally, a professional proficiency which enables them to 
make the best use in the least time of the local circumstances and the 
resources at their disposal. As regards the company, it is necessary that 
it be very well trained in earth-work as well, in order to accomplish the 
task assigned it in the time available as because such effort may be required 
of it several times in the course of the same day. 

Rapidly getting to work has then a great value in the execution of field¬ 
works. While an'officer traces the trench, the men receive their tools, are 
rapidly posted and immediately begin work. They must be accustomed, 
the case occurring, to modify on their own responsibility the regulation 
profiles, in order to get the necessary earth with the least labor: the only 
dimension to be considered invariable being the thickness of 80 cm. neces¬ 
sary to stop the bullet. Proceeding thus, you will be surprised at the results 
which may be obtained with a well drilled and well instructed company. 

THE WINTER SEASON. 

A few years ago, the time between the incorporation of the new soldiers 
and the end of March was devoted only to their military instruction. At 


20 


IMPRESSIONS OF A COMPANY COMMANDER. 


the present time it includes a certain number of sessions in technical instruc¬ 
tion (about two per week) intended to give the recruits some notion of the 
special duties of the arm, with a view to the possibilities-of a mobilisation 
occurring in the spring. We thus have at our disposal a total of thirty 
sessions, and must determine what use to make of them. 

The first solution which occurs to the mind is, to divide the time at 
disposal between the different branches of instruction in proportion to the 
total number of sessions which each one would require in the course of a 
year; in order to give each young soldier a certain facility in performing 
all the tasks which may fall to a sapper in the course of a campaign. 

But such a condition appears very difficult to attain. It can scarcely 
be assumed, for example, that a young soldier who has attended two or 
three navigation drills in the arras bridge-school, can profitably take his 
place in the Anchor and Boat detachment of a company throwing a pon¬ 
ton bridge over the Rhine, or over a much less rapid stream. 

It does not appear, moreover, that the attainment of this condition is 
indispensable. The result which it is essential to obtain is, in effect, to 
have the companies constantly mobilisable, that is to say, in condition to 
perform all the tasks with which an engineer company may be charged in 
campaign; or at least to reduce as much as possible the duration of the 
time during which the units can not mobilise to advantage all their active 
elements. 

Now let us take for example the school of bridges, and consider the case 
of a company whose recruits have two or three months service. We leave 
aside the sergeants and corporals, who, if they have been well instructed, 
ought to be ready to perform any duty whatever of their grade. Let us 
admit that a mobilisation occurs and that the company mobilises on its 
peace footing: 8;) sappers, of whom 40 are new soldiers. What instruc¬ 
tion should the latter have received in order to permit the company to 
build, under normal conditions, a bridge bv successive pontons, if we take 
no account of the reserves? 

Among the 40 old soldiers, the 20 best drilled in navigation will be 
selected to form the anchor and boat detachment; the 20 others will 
compose the lashing detachment. The new soldiers ought to be compe¬ 
tent to provide for the construction of the abutments, for the side rails, 
and together with a few auxiliaries, for carrying the balks and chess. 
They can, besides, receive the necessary instruction on any pond or water¬ 
course, the swiftness of the current having, in respect to this, no import¬ 
ance. It will likewise be advantageous to drill a certain number of them 
in lashing, in order to provide for a possible shortage in the number of 
old soldiers, who will, in every case, furnish the anchor and boat detach¬ 
ment complete. Therefore (to confine ourselves to this one example), we 
may ask if, in the matter of preparing engineer troops for war, instead of 
instructing all the new soldiers in the same way during the Winter season, 
with a view to giving them some proficiency—necessarilv incomplete— 
in all their duties, it would not be better to teach each man thoroughly 


IMPRESSIONS OF A COMPANY COMMANDER. 


21 


some portions only of the course of instruction in order to qualify him to 
fill a certain number of specified positions. The instruction of the men 
will be completed later, during the summer season, by taking them 
successively through all the duties. 

Carrying out the same train of thought, it does not appear necessary to 
give to (lie new soldiers, during the winter, any information on the use of 
explosives. The company should always have a sufficient number of 
instructed men to provide for this department of duty. 

But there are kinds of work for which it appears indispensable that 
every sapper should have as great as possible an individual value; we 
mean the execution of field-works and above all, working in earth. For 
their execution, each sapper takes his place in ranks with his tool, as the 
infantryman with his gun, the cavalryman with his horse. That he may 
do his part acceptably, it is necessary that lie be exercised in the defensive 
organization of positions and of natural accidents of the ground, in con¬ 
structing passages over small streams and ditches, etc., in a word, in the 
execution of all the small tasks which fall to the engineers on the field of 
battle; above all, he must be very well trained to working in earth. 

What is it. after all, which distinguishes an engineer company from an 
infantry company, as regards proficiency in the execution of field-works 
—this expression being here taken in its widest sense? Two things of 
very different kinds: 1st, Special technical instruction, comprising 
certain branches with which the infantry remains unacquainted. 2nd. 
Training in earth-work, which enables us to obtain a more considerable 
return in a. given time, and above all a repetition of effort which could 
not be required of a man who knew how to hold a tool but was not trained. 

This necessity of making vigorous earth-workers of all the sappers 
appears clearly when one studies closely (as we have tried to do above, 
a propos of field fortification), the part which engineer troops are called 
upon to play on the field of battle. 

It is advantageous, therefore, earnestly to exercise the new soldiers, as 
soon as possible, in earth-work; and this not by insisting at great length 
on the tracing and profiling drills, but in digging the greatest amount 
of earth possible. It would also be useful to devote one or two drills to 
the rapid getting to work of which we spoke above. 

Thus, to resume, there might be during the winter season, two or three 
bridge drills under the conditions above indicated. The rest of the time 
at disposal would be given to earth-work and to field-works. As for all 
other tasks which, in campaign, would fall upon the engineers, it would 
seem that the company could always acquit itself acceptably, without 
requiring the new soldiers to take part otherwise than as combatants or 
workmen; above all if account is taken, in regulating the .details of 
instruction during the summer season, of the vacancies annually pro¬ 
duced bv the liberation of a class.- 





























































































APPENDIX. 


♦ 


Several times in the course of the present study we have alluded to the restricted time 
which is available, in engineer regiments, for properly carrying on the instruction of the 
troops and, whatever may be the zeal and devotion of the officers, and whatever efforts 
may be imposed upon the men, it is to be feared that the difficulties which result from it can 
not be completely obviated. 

Is it possible to apply a truly efficacious remedy to the situation by attacking directly the 
causes of its existence? 

The study of such a question passes so far beyond our competence that we would hesitate 
to treat it, if we did not consider it as an imperious duty for every officer to seek to con¬ 
tribute, according to his ability, however little that may be, to the progress which should be 
the constant law of our military organization. 

Two principal causes tend to reduce the time available for instruction: 

1st. The great number of special duty men which the companies furnish. 

2nd. 'Fhe multiplicity of functions of the arm. 

The first of these causes has two equally regrettable results: 

(a) . Bv considerably reducing the number of men available for work and drill, they 
render impossible the execution by company of certain drills which require a definite number 
of men, such as, for example, ponton bridge construction; it consequently obliges recourse to 
be had to drill-companies, a proceeding which, although in certain cases prefecting the 
instruction of the unit, constitutes a poor means of individual instruction. 

( b ) . In comparison with the men who serve three years those who, according to the popular 
expression “do their service” in only two years are much less numerous; almost all are special 
duty men from the end of the first year, some men from the month of April, as soon as their 
military instruction is completed. 

It can be said, therefore, with truth, that there is only a single year or rather ten months avail¬ 
able for instructing the men; as much for those who are bound lor three years n ilitarv service, 
as for those who have only one. All engineer officers who have served in eng neer regiments 
will appreciate the difficulties which are experienced in devoting sufficient time to every part 
of the instruction in so short a period. 

It does not seem from this point of view that the situation can be sem iblv modified, except 
by a radical change in our military organization; forseveral years, indeed, the general inspectors, 
chief of corps, etc., have made efforts to reduce the number of clerks. Certainly the results 
obtained are appreciable, but it will be admitted that nothing much remains to be done in 
this quarter and the small number of men which might perhaps be returned to the ranks 
would scarcely work any change in the present state of affairs. 

Let us return to the functions of the arm. 

These latter, already numerous for several years, were increased still further by an import¬ 
ant service when, by die suppression of the regiments of pontoniers, the engineer troops were 
charged with the construction of ponton bridges. The result of it is a sensible diminution 
in the number of sassions which can be devoted to each of the different schools. 

It may be asked, then, if all engineer troops, except the railroad and balloon regiments, 
should lie drilled in ponton bridge building, or if it would not be preferable, on the contrary, 
to specialize a certain number of units, charging, for example with this duty the corps com¬ 
panies of the service, the other companies (divisionary and garrison), continuing to receive 
the same instruction as in the past. 

Up to the present the first solution has prevailed, with the exception of the assignment of 
the companies on mobilization; in consequence of the certain differences in the methods of 
instruction applied and the time devoted to each school, none of them has been completely 
specialized. 


11 


To the increase in duties of engineer troops there has been no corresponding increase in 
effective strength; the number of companies remaining about the same, it would appear to be 
a difficult matter to separate a sufficient number of these to provide for the new service with¬ 
out the other attributes of the arm suffering. 

But one is confronted by other difficulties. The old engineer garrisons—Arras, Grenoble, 
Montpellier, Versailles—were chosen at a time when there was no question of ponton-bridge 
duty for this arm; the result of this now is, that the troops must be displaced and sent to 
large streams where the breadth, and rapidity of current will permit them to perfect this 
instruction, which can only be outlined at their garrisons. 

Now this instruction thus completed takes a considerable time, necessarily to the detri¬ 
ment of other schools which have their importance also, and which one would be afraid to 
see somewhat neglected, since, for certain units they constitute the essential part of the 
instruction; this is the case, for example, as regards saps and mines for siege companies. 
The school of mines, notably*, in order to be taught properly demands considerable time, so 
that, with three years service it is difficult to make at the same time of a single engineer 
soldier, a well drilled miner and an accomplished pontonier 

At first sight, specialization seems to permit the situation to be remedied; whether it is 
applied to the soldier in the company or to the companies themselves, the result would be 
indentical as far as the subject with which we are engaged is concerned, namely, the reduction 
of the number of subjects to be taught each soldier, thus allowing a more considerable time 
to be devoted to each of them. 

We propose, therefore, in what follows, to examine whether this measure appears com¬ 
patible with a good preparation of engineer troops for war; in the case of the affirmative, 
whether it should be applied to individual men or to units and under what conditions. 

SAPS AND MINES. 

Amongst the duties of engineer troops, saps and mines were formerly the most important, 
as is shown by the name “sapper and miner ’ still in use. Since then, the employment of 
these works has been considerably modified and has sensibly diminished, at least in the regular 
and almost rigid forms formerly affected. On the other hand, the greater part of the engineer 
troops go now, in case of mobilization, to the field armies, so that the sc ho >1 of saps and mines 
has little by little lost the predominant place which it formerly held in the instruction. 

Is it to be believed as we sometimes hear, that the powerful effects of modern siege 
artillery will do away in the future with the slow attack foot by foot? It would seem likely 
that when one has to do with an antiquated fortress, incomplete or badly defended, a case 
which will, undoubtedly frequently present itself, that it ought not to be the same with a 
fortress well prepared for defense and provided with a sufficient garrison. 

By well fortified fortresses, we understand those, in particular, whose essential close defence 
works, that is to say those which flank the works and their intervals, can not be destroyed from 
a distance by artillery and remain in an efficient state, even after the most violent bombardment. 

Is the building of such a fortification possible in the presence of modern artillery? With¬ 
out entering into a technical discussion which would lead us much too far, we will sav only 
that the affirmative appears to us certain; it is prudent to assume it in every case. The 
assailant who attacks such a fortress will have to choose between a blockade and a regular siege. 

Now, of what will the works of approach consist which will have to be built in the sieges 
of the future? It seems that they may be arranged under two entirely different categories. 

Until a certain distance from the fortress has been reached—a distance which will vary 
according to circumstances —these works will consist of putting the positions successive^’ 
occupied by the assailant in a state of defense; the latter will improve the natural covers 
and will dig deep trenches furnished with frequent shelters. 

Communications hidden from view and the different works of approach will depend as 
much as possible on one another against sorties of the defender. 

The execution of all these works constitutes, in reality, very solid battlefield intrenchments; 
the infantry will take a large part in the works; as to the engineer companies who would be 
equally employed, they would scarcely have to apply any of the dispositions of the school of 
saps, still less those of mines. 

When the assailant has reached assaulting distance two cases may present themselves: 

Either the artillery of the attack will have destroyed the works, flanked the works and their 
intervals itself, or it will have breached a broad passage through the accessorv defenses, 
military fences, and all disposition susceptible of stopping the assailant and the'fire of the 
defender; if the latter apears then to be sufficiently weakened and demoralized, the assault 
may be made at once. 


Ill 


But the artillery may not have had a completely effective action on the essential parts of 
the fortification, as well as on the principal objects which oppose the work of the attacking 
columns; in this case the assailant ought to push his approach works into contact with the per¬ 
manent works, in order to accomplish with the mine the destruction commenced by the cannon. 

The distance of the assault itself is very variable; it depends on many factors, of which the 
most important is certainly the defender. If the latter, in spite of the losses and privations 
of a siege which is bordering on its last period, has remained active and energetic, an assault 
delivered from a distance may lead to a disaster At the moment when the artillery of the 
attack stops its fire in order not to touch friendly troops, if the defender can man his ruined 
parapets with a line of riflemen and can succeed in mounting on them a battery of a few 
rapid-fire guns, then the assailant may suffer a very deadly check. The histories of past 
wars offer many examples of this kind, which would be still more grave in our time, by 
reason of the efficiency of modern arms. It will be necessary, in this case, to bring the troops 
of the assault to the nearest possible cover to their objective. It is certain that the execution 
of the necessary approach works, in the immediate proximity of the fortification, as well as 
making use of the explosives destined to throw down tlie concrete counter scarps and destroy 
the Hanking casemates, and the struggle, if there should be one, against the counter-mines of 
the defender, will be of very delicate execution and would demand special instruction which 
would not be required in the preparation of works of approach at some distance from the 
permanent work. 

When the attack will have found it necessary to push works as far as we have indicated 
above, the defender will have found a way of retarding them in a subterranean war properly 
carried on with all the modern means of attack and defense. 

It would seem, therefore, that in this last stage of the siege—which might happen in 
certain cases—the employment of engineer companies specially trained as regards the part 
they would have to play, might be justified. But if we are bound to admit that the 
regular attack of a well fortified place may require the execution of the works of which we 
have spoken, it is permissable to consider such a case if not as exceptional, at least as so infre¬ 
quent as not to provide for the employment of a great number of engineer companies who 
have received the necessary special instruction, our present siege companies plus, of 
course, the reserve and corresponding territorial companies—ought to enable us to fulfill this 
task well, as much to defend our own fortresses, the case happening, as to attack those of the 
enemy, if a fortunate war should offer the occasion. 

It may be asked, therefore, if we should completely specialize our engineer companies into 
siege and field companies both in instruction and duties. 

Siege corps and garrisons of fortified places would comprise engineer troops of two special¬ 
ties, those pertaining to field-work being specially charged with all that concerns communi¬ 
cation (roads, bridges, etc.) and. it being especially necessary, with the construction of 
ponton bridges. Concurrently with the siege companies, they would work to put fortresses 
in a state of defense, and in the preparation of approach positions occupied beyond a certain 
distance from the work. 

With the exception of that part of the school of mines, which relates to field-war, that is 
t) sav, the use of explosives in demolitions, effecting breach* s in walls, accessory defenses, 
etc., the school of saps and the school of mines could then disappear from the program of 
instruction of field companies. The least that is now possible to teach them, appears more¬ 
over, to be insufficient to fit them for any other role than that of auxiliaries in the attack or 
close defense of a fortification. On the other hand, in the defense of a place, it does not seem 
that it would be very useful to them for the organization of the first line of resistance, any 
more than in the attack for the execution of the approach works which are not in the imme¬ 
diate vicinity of the permanent works. 

• On the other hand, the school of saps and mines would become the essential part of the 
instruction of the siege companies. This instruction would comprise, besides, field fortifica¬ 
tions, but the school of bridges would be taught only to field companies. 

BRIDGES. 

As we have mentioned above, most of the posts of engineer regiments would not be suit¬ 
able for completing their instruction in ponton-bridge building. It is therefore indispensable 
every year to send a certain number of units, in order to complete their instruction, to a water 
course of sufficient breadth and velocity of current. 

In this connection one may hesitate amongst many methods of procedure; in fact, during 
the last few years, diverse methods have been employed, differing amongst themselves as 
much in consequence of the troops displaced as of the nature of the water-course. 


IV 


Since we have lost the Rhine, the Rhone is the only one of our rivers which realizes the 
most favorable conditions for the instruction of pontoniers. A bottom very hard, conse¬ 
quently offering little hold for anchors, great breadth, rapid current, it unites all difficulties 
which one may have to overcome. 

The ideal arrangement would be every year to send to this river, for a certain time, all 
companies which would be called upon to concur in ponton bridge service. 

But there would be to this arrangement two obstacles, at least with the present organiza¬ 
tion which does not permit of specialization of companies. 

The first is an obligatory expense; the regiments of Arras, Versailles, Angus, being posted 
in fortified towns far from the Rhone, the necessary movement of troops by railroad would 
be very onerous and ought to be reduced to the strictly indispensable; the barrack arrange¬ 
ments on the shores of the Rhone are very limited, it would be necessary in order to send 
annually all the companies to this river for a sufficient time to increase these resources to a 
notable extent; a new expense would be the result which we ought to seek to avoid. 

The second objection is that the instruction thus given would take much time and the 
number of lessons which would remain available for other schools would undoubtedly be 
insufficient. 

A first solution, which has been practiced, consists in sending to the Rhone only a certain 
number of chosen men, forming for each regiment a drill company, the others completing 
their instruction on a river situated relatively in the proximity of their garrison, the Seine 
at Elbeuf, for example, for the Arras and Versailles regiments. 

This method of procedure, although it avoided in part the first of these difficulties, did not 
affect the others; this is undoubtedly the principal reason why it has been replaced by 
another; under this arrangement the Rhone is no longer utilized for the finishing instruction, 
but each regiment sends every year to this river drill companies formed in the ratio of one to 
each battalion, and to which the divisionary and corps companies furnish each forty men 
specialized as pontoniers, the others being specialized as miners.* 

If the respective advantages and disadvantages of these two methods of instruction be com¬ 
pared. it will immediately be noticed that in the first, instruction is by company, which is 
not an appreciable advantage. By taking the precaution to detail for the drill company to 
be sent to the Rhone, a great enough number of non-commissioned officers and lance corpo¬ 
rals, the captains would provide themselves with a sufficient number of pilots familiar with 
the navigation of rapid currents. But even if one could count on these pilots being properly 
drilled for building a bridge on such a river as the Rhine or the Rhone, it is to be feared 
that it would be different with the crews, a great number of whose men would have to do 
with such a rapid current for the first time. 

The second solution, on the other hand, seems, at first sight to provide each field company 
with a sufficient number of drilled men to form a detachment of “anchors and boats” call¬ 
able of navigating any stream without hesitation. 

But in this case the instruction is not carried on by their captain but by all the officers of 
the regiment who are called upon in turn to supervise the construction of the bridges. This 
is one of the most serious difficulties, whose gravity is revealed as soon as we examine in 
detail the way in which the instruction is given. 

The drill companies have to supply a guard, police, etc., which absorbs a certain number 
of men; among these there are some who are never relieved (buglers, orderlies, telegraph 
operators, bicyclists, cooks, etc.) These details already reduce the number of trained men 
which the bridge drills ought to provide for each company. As to the others, it is easy to 
see that they are far from receiving uniform instruction. 

'The officers of the regiment other than those detailed with the drill companies, pass about 
eight days on the Rhone, in the course of which each of them is called upon to take charge 
of two or three drills. Very properly, their great care is that the operations intrusted to 
them are executed with the greatest possible exactness; for this purpose, they order the 
officers who are their assistants to choose their non-commissioned officers, ffffie result 
necessarily is that the pilots (steersmen), who during the first days have distinguished them¬ 
selves for skill and coolness, are always placed at the posts offering some difficulty and, 

* Besides, this specialization is only partial, since it concerns only the finishing- instruction the 
engineer soldiers belonging- to the field companies receiving in the beginning, elementary instruc¬ 
tion which gives them some idea both of the school of mines and that of bridges. We may remark 
in this connection the difficulties which attend the finishing instruction given under these conditions 
to the miners of the field companies The number of this latter who receive this instruction is sure 
to be very small, after each company has reduced its available strength by the forty men who go to 
the bridge manoeuvres, since ordinarily the number of men that these same companies would send 
daily to drill would very exceptionally reach forty. 


V 


which are consequently, instructive; to the others fall permanently the lashing of the side- 
rails, the construction of the abutment bay and especially the carrying of the balk and 
chess. In their turn, the men are divided up in the same manner by the non-commissioned 
officers who form the detachment under their orders according to the aptitude which they 
have noticed in their subordinates. Even should they wish it, it would be scarcely possible 
for the officers, who are being constantly changed, to establish a rotation of duties which 
would cause all to pass a few times through the different posts. 

The result is that in each company, the number of men really broken to the difficulties 
which a rapid current presents to the construction of a ponton bridge would be greatly 
reduced; from forty which it ought to be, it falls to twenty, fifteen or even less. 

Here again, we appreciate the defects of instruction given to men in special platoons, drill- 
companies, etc, in short anywhere except in their own company. 

Neither of the two methods of instruction successively employed seems therefore absolutely 
satisfactory, and it does not seem easy with the present organization of engineer troops, to 
find a solution which satisfies the necessities of proper instruction and the demand of 
economy. It is particularly difficult to avoid the difficulty which results from the fact that 
the bridge service being justly considered as of the highest importance, all the field compan¬ 
ies have come to devote to it so long a time that other parts of the instruction suffer in a 
very sensible manner. 

It may then be asked if, under these conditions, it would not be preferable to specialize a 
part of these companies as companies of pontoniers admitting, however, that such a measure 
would not be incompatible with the part which engineer troops as they are now organized in 
the army corps are called upon to play in a campaign. Now, if one of the engineer compan¬ 
ies attached to each army corps be specialized as a pontonier company, it is natural that it 
should be the corps company. Will not this company always be in a position to perform, 
completely and alone, all duties connected with the bridge equipage? 

Let us consider the most unfavorable case; namely, that of the army corps marching on 
two roads with a division of the bridge train in each column; the two bridges which could 
be constructed in such a case could be easily done by a platoon of the corps company, pro¬ 
vided the operation required, at the most, for each of' the bridges, only 97 men, of whom 28 
(the detachment of balks and chess) could beany auxiliaries whatever. If an advance guard 
bridge equipage marches at the head of each column its service could easily be assured by a 
section of the corps company. 

In a word, the available strength of that company, even supposed reduced almost bv half 
will be sufficient in every case, to handle, under normal conditions, all the material of the 
bridge equipage belonging to the army corps; the essential thing is that it should be within 
reach Now, it is certain, by reason of the respective places which these units occupy in 
the columns, that the corps company will be able to reach the site of the bridge to be con 
structed at least as quickly as the bridge equipage. 

Tims, as far as the service of the bridge equipage is concerned, it does not seem that there 
would be any difficulty in the corps company’s being exclusively charged with it, and, con¬ 
sequently, alone receiving the corresponding instruction.* 

Many officers, moreover, expected the present condition of affairs, at the time of the sup¬ 
pression of the pontonier regiments, which some would have wished to see reorganized at Angus 
and at Avignon by collecting, in these garrisons, third companies of the engineer battalions. 

It seems that this last disposition would have been unfavorable from more than one point 
of view; the corps companies forming distinct regiments and alone charged with the service 
of the bridge equipage, would have allowed themselves little by little to be absorbed by this 
part of the instruction, considering the others as accessories. Under these conditions, indeed, 
there would have remained in the army corps only the divisionary companies, to attend to all 
the duties which fell to the engineers before the suppression of the pontonier regiments, 
which would have been absolutely insufficient. 

There is another point of prime importance, which is, that the engineer troops who, at 
mobilization are attached to the same army corps, should constitute the same unit in time of 


peace. 

Thus specialized, the 
to send to the it hone to 


corps companies would be the only ones that it would be necessary 
finish their instruction; and this could more advantageously be done 


* In order to treat the question in an absolutely complete manner, it would be necessary to dis¬ 
cuss the influence of such a measure on the formation of the reserve, but a study of this nature 
would not be in place here; we may say only that the sole consequence which should result from it 
would he the necessity of observing, in the composition of the reserve companies, some ratio between 
t he respective numbers of the men who have served in the corps companies and those coming from 
the divisionary coinpanies; it does not seem that any difficulty would result from this fact. 


VI 


since separate detachments would no longer be grouped into drill-companies, but the com¬ 
panies would remain complete under the command of their captain who alone is responsible 
for the instruction of his unit. 

These companies would not be, on account of this, only pontonier companies. Their special 
instruction relating to the last duty, however completely it might be given, could not absorb 
all the time available outside of the regular military instruction. The program of instruction of 
the corps companies should therefore comprise the use of explosives as well as field fortifications. 

Thus the days when the corps companies would not act as pontonier companies—which 
would be the general case—they could be employed on the part of that instruction which 
relates to establishing or breaking lines of communication as well as battlefield works.* 

FIELD FORTIFICATIONS. 

The result of the above considerations relating to saps, mines and bridges, supposing the 
engineer companies specialized under the conditions indicated, would be that field fortifica¬ 
tion would become an attribute common to all companies. It would only be necessary to con¬ 
sider the effect of this arrangement on the mobilization, and regulate accordingly the details 
of the instruction given to each of them. Thus, for example, the divisionary companies, 
having no longer to deal with saps, mines or the bridge equipage, could consequently devote 
considerable time to battlefield works, and would profit by it to push as far as possible their 
training in earth work, rapid laying out and preparation for the work, and especially drills on 
varied ground; these last are, indeed, the only ones which could enable them to study in 
detail the works of as varied a nature as would fall to their share on the battlefield, when 
they act in conjunction with the infantry. 

We have set forth, in this appendix, the reasons which appear to militate in favor of the 
specialization of engineer troops; other considerations which perhaps have escaped us may be 
opposed to the adoption of this measure; so, leaving this to others more competent and experi¬ 
enced than ourselves, let us be careful, in terminating, not to draw a settled conclusion 
which might appear rash on our part; our object will be attained if, by submitting this work 
to our chiefs and our comrades, we have made a useful, although modest contribution to the 
study of this question, the most important for the arm of the service to which we have the 
honor of belonging, that is to say, the preparation of engineer troops for war. 

* The specialization of the corps companies as companies of pontoniers, above outlined, would not 
merit the reproach of being a return pure and simple to the old organization, for it would not pre¬ 
sent the two essential dilficulties which were to be found in this latter, viz.: 

1st, All the engineer troops, having charge of communication, in the army corps, were not united 
under the same commander. 

2nd. The pontonier company conld only be utilized for the construction of bridges. 


TIIJE 


IM PRO VEM ENT 


OF THE 


MISSISSIPPI RIVER 


BETWEEN ST. LOUIS AND CAIRO. 


by 


WILLIAM P. WOOTEN, 

1st Lieut., Corps of Engineers, U. S. a. 


PKESS OF THE ENGINEER SCHOOL OF APPLICATION, 

WASHINGTON BARRACKS, WASHINGTON, 1). ('. 

—— 


No. 2. 

THE 


IM PRO V K M ENT 


OF THE 


MISSISSIPPI RIVER 


BETWEEN ST. LOUIS AND CAIRO 


BY 


WILLIAM P. WOOTEN. 

1st Lieut., Corps of Engineers, TJ. S. A. 


UK ESS OF THE ENGINEER SCHOOL OF APPLICATION, 

WASHINGTON BARRACKS, WASHINGTON, 1). (’. 

—1<J02— 



THE 


IMPROVEMENT OF THE MISSISSIPPI RIVER BETWEEN 


ST. LOUIS AND CAIRO. 


BY 


William P. Wooten, 1st Lieut., Corps of Engineers, U. S. A. 


J N 1872, the improvement of the Mississippi River, between the Missouri and Ohio 
Rivers was begun in accordance with the provisions of the River and Harbor Bill for 
that year, which carried an appropriation of $100,000 for beginning the work. 

The Mississippi River, above the mouth of the Missouri, is a comparatively clear stream 
flowing in a fairly stable bed. The Missouri, however, comes in heavily laden with sediment 
and the whole character of the Missisippi below their juncture changes. The bed and banks 
are chiefly of alluvial deposits, and as a rule, are easily eroded, causing constant changes in 
the position of the principal current and consequently a constant shifting of the whole bed 
of the stream. 

The low water discharge at St. Louis, about 16 miles below the mouth of the Missouri, is 
about 30,000 cubic feet per second, the ordinary flood discharge is about 750,000 and the 
maximum known discharge is about 1,200,000 the mean discharge being 225,000, of which 
the Missouri brings in somewhat over one-half. 

The slope in the reach under consideration averages .44 of a foot per mile, but varies 
between one-half to double this amount. The river in its unimproved state varies from .5 to 
1.5 miles in width and meanders from one side to the other in an unstable bed, between bluffs 
from 3 to 8 miles apart, for a distance of about 160 miles. Thence it flows for a short distance 
through a gorge and emerges at Commerce, Missouri, into the alluvial valley of the lower 
Mississippi. 

The variation in level at St. Louis ranges between limits about 35 feet apart, ordinarily, 
but the highest known flood (in 1844), rose 42.5 feet above extreme low water. 

The high water season is generally from March to July, low stages prevailing the remain¬ 
der of the year. 

From December 1st. to March 1st., navigation is usually suspended on account of ice. 



2 


Work upon this streicli of river was begun, as stated, in 1872, under the direction of 
Col. J. H. Simpson, Corps of Engineers. For the first t <vd or three years, the work done was 
directed mainly toward the improvement of St. Louis harbor, several stone dikes constructed 
for the improvement of Horsetail Bar being the only work of importance, other than surveys, 
done outside of this locality. A complete triangulation was made of the portion of the river 
between the Missouri and the Ohio, and in 1875, a project was prepared and approved for the 
improvement of this reach, to obtain a depth of 6 feet above and 8 feet below St. Louis, at 
low stages of the river. This project contemplated the improvement of the worst bars first, 
so as to afford the earliest possible relief to navigation, and the means proposed were con¬ 
traction works, consisting of stone and brush dikes and training walls, supplemented by the 
revetment of caving banks. The work was to be done mainly by hired labor, only work 
whose character and extent could be definitely fixed beforehand being done by contract. 
This policy has been consistently followed throughout the whole work. The estimated cost 
of the work needed under this project was $3,159,200 for dikes and dams, and $4,000,000 for 
bank protection and maintenance. 

In accordance with this project work was begun at several of the worst localities, the work 
being chiefly of three kinds; 1st, the revetment of such banks as were most in need of pro¬ 
tection; 2d, the construction of low stone and brush dams to close chutes around islands and 
tow heads; and, 3d, the construction of stone and brush dikes to effect contraction of the 
stream. Contraction dikes were constructed only at Horsetail and were connected by a longi¬ 
tudinal training wall. These works did not entirely accomplish what had been 'expected 
from them in the way of causing deposits and, in 1879, pile and brush hurdles were placed 
between the dikes about 100 yards apart, to hasten deposits The deposit of material was 
hastened by these hurdles so effectively that it was evident that stone cross dikes and dams 
might be dispensed with entirely and their construction was, in 1889-81, discontinued, hurdles 
being built in their stead. 

The project of 1875 was modified in 1881, the principal difference being the change in policy 
as to the order in which improvements were to be made. It was determined to carry on the 
work continuously from St. Louis down stream, instead of first improving localities at which 
navigation was most obstructed. Changes in forms of construction were also introduced, 
hurdles being substituted for solid dikes and dams as above stated, and mattress being 
employed for protection of banks below low water in lieu of foot walls. 

In accordance with this project, work has been progressing from St. Louis and is now being- 
carried on throughout the whole reach. The work now going on consists chiefly of bank pro¬ 
tection and an extension of the contraction works in shoal portions of the river not yet brought 
lo the adopted width of 2500 feet. Pending the completion of the permanent improvement, 
the low water channel is to be improved each season by the use of dredges and other temporary 
expedients. The original estimate of the cost of the improvement, as revised in 1883, is 
$10,397,500. The total amount expended to June 30, 1901, was $9,485,219.34. The result of 
this expenditure has been the partial improvement of the whole reach between St. Louis and 
Cairo. During the la>>t year, the least channel depth was 6 feet, except for a few davs when 
it fell to 5. The improvement is continuous for 60 miles below St. Louis, but is not complete 
at any point, and in the lower section, work ka.-> been confined to the points which cause most 
trouble to navigation. It is believed that there can be no doubt of the ultimate success of 
the permanent improvement, and it is expected that with the present appliances for the tem¬ 
porary improvement of low water channels, a depth of at least 6 feet can be maintained 
between St. Louis and Cairo until the projected depth of 8 feet is obtained through the exten¬ 
sion and completion of the permanent works. 

In order to properly appreciate the principles which should govern any attempt to improve 
an alluvial stream by regulation, it is necessary to have some idea of the natural causes which 
operate to produce the conditions found in the beds of such rivers. 

A stream flowing through soil which is capable of erosion by water flowing at the velocitv 
found in the stream will not follow a straight course; irregularities in the bed, by deflecting 
the current to one side, cause a greater local erosion of one bank than of the other and a 
slight curve is formed. The current passing nearer the concave bank, this curviture is 
increased by further erosion and at the same time the current being deflected by the curve 
to the opposite bank cuts out a reverse curve below. Thus the river finally makes for its bed 


3 

a series of bends which go on increasing in curvature until the river bed is lengthened suf¬ 
ficiently to reduce the slope below that value which, taken in connection with the cross sec¬ 
tion of the river, will cause its bed to be eroded, and the latter will then become stable. 

This condition of equilibrium might be quickly obtained by a river constant in its discharge 
or varying through small limits, but in the case of a great river, with variations in its dis¬ 
charge such as are found in the Mississippi, it is evident that a position which gives a con¬ 
dition of equilibrium for one stage is not at all the same as that for some other higher or 
lower stage. YV ere it possible to fix and hold for the river a cross section such that every 
stage of the river should have its proper normal profile width as defined by Schlicliting, then the 
ideal would be reached; but it is hardly necessary to point out the impossibility of effecting 
such a condition in the case of the Mississippi. The most that can be done, and the most 
that it is really necessary to do, is to construct such works as will hold the river during its 
lower stages in the bed which it has made for itself and prevent it, during its high stages j 
from cutting a new channel and entirely forsaking the old. 

Simultaneously with the changes in the banks of the river due to erosion or deposit we find 
similar change in the river bottom, pools being dug out of greater or less length, separated by 
bars formed of the sediment deposited by the river. 

'These bars and pools are formed by the river chiefiy during its high stages, while the action 
of the water as it falls, tends to reduce the differences in level of the river bottom. This is 
quite forcibly illustrated by the fact that soundings on the Horsetail Bar below St. Louis, 
during high water in 1877, showed that the bottom of the river had been raised to a height 
of ten feet above low water. 'The bars are formed wherever, owing to an increased high 
water cross section normal to the current, the velocity of flow is checked, causing a deposit 
of sediment. Pools are formed where the opposite conditions prevail. Deeper w r ater is, as a 
rule, found in the curved portions of the bed along the concave bank, the reason being that 
the shape of the curve throws the current into the concave bank and the contracted current 
sets up an erosion which is intensified by eddy currents. In straight reaches, on the other 
hand, and in crossings from a pool near one bank to one near the other, the bars are found, 
due to the fact that the current, which was in the former case found along one bank, now- 
spreads more or less uniformly over a much greater cross section, with a correspondingly 
reduced velocity. 

The origin of bars thus formed is the material rolled along the bottom by the stream, that 
part w-hich is carried in suspension playing a much less important part. It is therefore 
chief!v local in origin, the material forming any one bar having been recently removed from 
the bottom or the banks not far above. 

To obtain and maintain a good navigable channel the following requirements are given by 
General Simpson, (Annual Report of Chief of Engineers, 1875, part 2, page 485):— 

1st Sufficient depth at all stages. 

2d A judicious location. 

3d Stability in position. 

4th Facility of approach to landings. 

5th Easy changes of direction. 

6th Moderate velocity of current. 

There have been many advocates of confining attention to the amelioration of the low 
wa ter channel as it appears each year. This would be done by opening a channel by dredges, 
portable jetties, or otherwise through each reef as it appears, trusting to the current to main¬ 
tain it until next high w-ater. This might be possible w-ere the reefs always fixed in position, 
but the continual shifting of the reefs makes it almost certain that the channel w ill be quickly 
filled and consequently it would be necessary to open it a number of times each season. In 
striving to secure a given depth in a stream we must work toward it through one or more of 
its correlated elements, width, volume and velocity. The volume of discharge is of course 
not subject to our control and must be accepted as found. For a given width a reduction in 
velocitv would necessitate an increase in depth. Such a reduction would also be desirable 
as diminishing the sediment bearing powers of the stream. But the velocity is a function of 
the slope and the hydraulic radius, and as an increase in depth involves an increase in the 
hydraulic radius, it follows that the velocity can only be reduced by reducing the slope. A 
reduction of the slope can be obtained by lowering the water level at the upper end of the 


4 

reach or by increasing the length of the reach. A reduction of slope, by lowering the level 
of the upper end, is always a consequence rather than a cause of-river improvement and is to 
be avoided as much as possible, as it necessitates a reduction in the depths above the improved 
portion. One result of the improvements under consideration in this paper has been the low¬ 
ering of the low water level at St. Louis. Exactly how much this lowering has been, can not 
be determined from the insufficient data available but it is believed to be about 2.5 feet. The 
lengthening of the river as a means of reducing the slope, can, of course, be effected only t( a 
very small degree and is touched upon chiefly to show the undesirability of shortening the 
stream in any way and to furnish an additional reason for preserving easy curves and avoid¬ 
ing cut-offs. 

This leaves us then the element of width as the only one within the range of control by 
modifications of which the river may be induced to cut itself a deep channel. Contraction of 
excessive widths is then the easiest and most practiable method of securing the desired depths. 

The second requirement, the judicious location of the improved channel, is best secured by 
following the natural tendencies of the river and endeavoring to hold the river in the course 
which it has worked out for itself rather than by attempting to force any violent change in 
its course. It is a well known fact that any great and sudden change made in the channel 
of a stream upsets its regimen for a long stretch above, and a considerable time must elapse 
before a condition of equilibrium is resumed. It is stated that the Mississippi River, above 
Kaskaskia, has not yet entirely accommodated itself to the conditions brought about by the 
Kaskaskia cut-off by which the channel was shortened 5 or 6 miles in 1881. 

The objections to straightening the channel, a method which formerly had its advocates, 
have been stated already. The suggestion that the channel should be made to follow the 
bluff has in its favor only the fact that one side of the stream would be hard and unyielding 
and would therefore need no protection. To offset this advantage which is more apparent 
than real, we have the fact that as the bluffs are approximately straight this proposition 
meets with the same objections as the one just mentioned. Any considerable changes made 
in tbe location of the channel would also greatly disturb existing business relations. The 
advisability of following existing channels is thus in accordance with policy as well as with 
engineering considerations. The third requirement, stability in position, is essential to the 
establishment of facilities for trade. The necessity for the channel following a fixed line 
needs no demonstration. But this stability in position must be taken to refer not only to the 
axis of the current but also to the bars. 

The positions of the bars in the natural river are constantly changing. The sand proceeds 
slowly down stream in waves. If, as the result of works of improvement, these reefs or bars 
can be made to remain in definite localities, if the bars can be fixed in position, then their 
improvement either by permanent works or dredging is a much easier problem and can be 
undertaken with the assurance that your bar will not elude your improvement work by mov¬ 
ing down stream. 

The fourth requirement, facility of approach to established landings, should realby be con¬ 
sidered as a part of the second requirement, i. e. the judicious location of the channel. This 
requirement is often in conflict with an easy solution of the problem from an engineering 
point of view but it is a requirement of considerable importance and must be given its full 
weight in deciding between different lines of improvement works for a given locality. 

The fifth requirement, that changes of direction should be easy, is in the interest not only 
of stability but also of easy navigation. However, these changes of direction should not be 
too easy. A channel maintains its depth best along a curve, but if the curve is too flat the 
channel will not follow the concave bank throughout and the difficulties met with in the 
straight reaches are encountered. If, on the other hand, the curve be too sharp, erosion of the 
concave bank is greater, bank protection is more costly and navigation more difficult. The 
proper radius of curvature differs for different streams and must be separately determined for 
any given one. Thus a radius of from 5000 to 10000 yards might be proper for the Mississ¬ 
ippi, while such a radius would be entirely too great for a smaller stream. 

The sixth and last requirement, that the velocity shall be moderate, does not in the case 
of the Mississippi call for any work especially designed to meet it. 

If the contraction works are kept to their proper dimensions the velocity will not be so 
excessive as to impede navigation. 


5 

The methods which have been followed on the Mississippi river between St. Louis and 
Cairo for meeting these requirements have been mainly contraction works and bank protection. 

The object of contraction works is to so reduce the width of the river as to force it to scour 
out for itself a deeper channel in order to secure a cross section sufficient to carry its volume 
of discharge. The width to which the river was to be contracted was fixed at about 2500 
feet. Dikes or dams closing side chutes around islands or toelieads are included under the 
head of contraction works as both their purpose and their result are to contract the waterway. 

The bank protection was intended, of course, to protect the hanks against erosion, there 
being two reasons why the erosion of the banks should be prevented: 1st, in order to hold the 
channel in a fixed position by preserving the bank itself; and, 2d, in order to cut off as much 
as possible the supply of bar forming material. 

The chief question to be decided in each locality in which contraction works are put con¬ 
cerns the line which the channel must be made to follow. In studying the works already 
placed in the portion of the river under consideration, we find instances of both the right way 
and the wrong way to place them. As is well known, whenever a river flows around a curve 
the channel is always in a fixed position, and we find that wherever contraction works have 
been placed on the convex bank, and bank protection on the concave, good results have invari¬ 
ably followed. Other considerations, more practical and less theoretical, but equally important, 
support the same method i. e. the considerations of ease of construction and of cost. The 
convex side of the river, being less deep than the concave and having a less velocity of cur¬ 
rent, contraction works are more easily constructed and more efficient in causing deposits 
than when placed on the concave side. 

In straight reaches in need of contraction the works should, if practicable, be so placed as 
to change the reach from a straight one to one having a succession of curves. When this has 
been done the results are as good as in the former case. But where the works are so placed 
as to flatten out curves, converting them into almost straight reaches, or where straight 
reaches alreadv in existence are preserved, the result has been a channel which is constantly 
shifting in position and frequently insufficient in depth. 

Another verv important result of the river’s following a series of curves instead of a straight 
reach is the permanence secured in the position of the bars. As bars will occur only at the 
crossings, their position is definitely known and if the works are properly designed they will 
rarelv interfere with the projected depth, and at such times as they do give trouble a little 
dredging will give prompt and sure relief. 

It follows then that the requirement of sufficient depth at all stages, as well as that of sta- 
bilitv of position, is best fulfilled by placing the contraction works so as to guide the channel 
as far as possible into a series of easy curves. Incidentally this also slightly increases the 
length which has been mentioned as a desirable end to be attained. 

The use of ground sills has found no place in the scheme of improvement followed thus 
far The action of ground sills is to ultimately raise the level of the bottom in the pools and 
thus increase the slope in these places. As an increase of slope in one place necessitates dim¬ 
inution in another, the final result is to make the slope more uniform. During the formation 
of the deposits necessary to raise the river bottom the sills act as submerged dams and effect 
the same results. This system has been followed successfully with many European rivers, 
especially with the Rhone, where the drop of over 4 feet in the low water level at La 
Mulatiere, due to previous improvements below has been, in a measure, regained. The use 
of such a system seems hardly necessary with the Mississippi as the slope is not very excess¬ 
ive and the results obtained from contraction of the width and protection of the banks justify 
the expectations that the projected depth can be obtained by these means alone. Moreover, 
the use of ground sills would involve great expense on account of the width of the river and 
the great depths of water in which they would have to be placed. Works of this nature in 
the reach under consideration being founded on an unstable bottom would also be quite vul¬ 
nerable to attack by the violent floods which occur, as is seen from the damages caused to 

the stone dikes and dams at first constructed. 

In beginning the work of improvement of the river, Gen. Simpson determined upon the 
amelioration of the worst bars first and made his estimate apparently on the supposition that 
the removal of the bars then in existance would bring about the projected depth at once. He 


6 

evidently underestimated tlie effect which would be produced by the improvement of one 
locality on the river above and below. Bars act as submerged dams separating pools of slight 
slope, and the lowering of one of these dams lowers the water in the preceding pool, increases 
the slope at the preceding bar and aggravates such bad conditions as may be found there 
already or, in many cases, produces bad bars where the depth had previously been sufficient. 

Bars lower down the river are also built up by the deposit of material scoured from the bar 
under improvement. Thus the improvement of one bar forces an extension of the works in 
both directions and to a degree which can hardly have been foreseen. Sufficient allowance 
for this was not made in the original estimate and later, in 1883, the estimate was more than 
doubled. 

In the project of 1881 the order in which the work was to be done was changed and it was 
decided to proceed with the work uniformly down the river from St. Louis. From an engi¬ 
neering point of view the question as to whether the original improvement should have pro¬ 
ceeded from St. Louis down the river or from Cairo up, is an open one, but at this time 
practical considerations due to the fact that most of the work which had been done was in 
the vicinity of St. Louis were undoubtedly sufficient to justify the order of work adopted. 

TYPES OF CONSTRUCTION. 

The contraction works first used in 1874 consisted of spur dikes, each dike being a riprap 
of stone built 8 feet above low water and superposed on a foundation or platform of brush 
from 2 to 5 feet in thickness and varying in width to suit the height of the dike, held in 
place by piles until loaded, an apron of brush about 2 feet thick also held in position by 
piles and stone having been previously laid below and alongside the dike, though not con¬ 
nected with it, to prevent the dike from being undermined by the fall of water over it. The 
dikes were 3 feet wide at the top and the stone took its natural slope. Where such a dike 
was constructed on an alluvial bank it was carried back 200 feet over the bank. The bank 
was further protected by a longitudinal dike 250 feet long, with cross dikes 100 feet long, 
running back on the shore at its ends. 

Dams closing sloughs were similar in construction. The design was modified, in some 
instances, by constructing the dike of alternate layers of brush and stone instead of a mound 
of stone on one layer of brush and with this and other slight modifications was continued in 
use until about 1881. 

It was intended to connect the channel ends of the cross dikes by a training wall as soon 
as deposits were made, and one was built at Horsetail Bar but was never fully completed. 

Stone dikes thus constructed were found not to be so efficient in causing deposits as had 
been desired and expected; so, in 1879, a number of hurdles were interpolated between them 
to hasten the deposit of sediment. The results obtained were very satisfactory and in 1881, 
the old dikes having proved costly to build and difficult to maintain and not being very effi¬ 
cient, it was determined to rely entirely upon hurdles, and contraction works undertaken 
since then have been hurdles alone. 

The hurdles built in 1879 consisted of a row of light piles about 5 feet apart, connected 
together by weaving or wattling willow poles between them and pushing willow brush ver¬ 
tically into the interstices of the wattling. The top of this brush projected about 8 feet above 
low water while the lower courses of the wattling could not be forced down lower than 8 feet 
below low water. The cost was about 80 cents per lineal foot. These hurdles were frail in 
design and were not expected to last more than one season. Where the water was too deep 
to drive these piles and construct the hurdles in position a curtain of woven willow poles and 
brush was constructed. The lower edge of this curtain was then anchored either to a hor¬ 
izontal mattress or directly to the bottom and the upper edge supported by buoys. Longi¬ 
tudinal walls built of hurdles were known as primary, and cross dikes as secondary hurdles. 
As the use of hurdles was continued the designs were modified and improved, and changes 
were made which rendered them stronger and more permanent, the present hurdle beino- 
finally evolved. The present hurdle consists of a row or parallel rows of three pile clumps spaced 
8 to 12 feet apart, the piles in each clump being drawn together and fastened at the top by a 
wire cable. Where the water is shoal and the current weak a single row of clumps is usually 
sufficient; under other circumstances the clumps are staggered in such a way that longitu¬ 
dinal stringers can be placed between the rows to transmit and distribute strains. One pile 


7 

in eacli clump in the upstream rnv reaches the level of the 25 foot stage, the other piles in 
the first and second rows being 5 feet lower, while the remaining rows are 5 lower still. 

The foundation mattress varies in width from 75 to 100 feet, about 35 feet forming an 
apron on the upstream side. Extra stone is always thrown around the feet of the piles to 
prevent scour where the mattress is broken by driving the pile through it. 

The channel ends of the hurdle are protected by X heads of two rows of clumps projecting 
50 feet above and 100 feet below the hurdle, the foundation being a mattress 120 feet by 300 
feet. Buttresses of stone are placed at the channel ends, and the shore ends are protected by 
revetments for about 300 feet; drift collected above the hurdles is sunk by laying on top of 
it a sort of mattress of brush as evenly and rapidly as possible and then weighting the whole 
with stone. A curtain of brush is constructed and supported by the piling where no drift 
occurs. As soon as the hurdles caused a deposit reaching about the 17 foot stage, willows 
began to grow and by checking the velocity of high water caused further deposits to be 
made. The artificial banks thus formed may be protected as described for natural banks. 
The distances apart of these hurdles is from 1000 to 1500 feet. Their cost ranges from $10 
to $35 per lineal foot. 

The original plan adopted for bank protection was to excavate, where necessary, a trench 
to the depth of 8 feet below lowest water, and fill it with brush in crossed courses, the tops 
reaching outward as far as practicable to form a mattress to protect the base from scour. On 
the brush, riprap is placed until it appears at mean low water, assumed 5 feet 6 inches above 
lowest low water where it formed the base of the stone revetted slope, with an inclination of 
1 vertical to 2 horizontal. This work has served its purpose well and is still in good condi¬ 
tion, probably owing its stability to the fact that it was placed in comparatively shallow 
water. From 1875 to 1881, protection under water, or subaqueous protection, was given by 
rafts or mattresses of brush from 40 to 70 feet wide. These mattresses were effective except 
in deep water with strong current where their outstream edge was undermined. 

In 1881 was adopted the form which, with modifications as to details, has remained in use 
until recently. It consists of a woven mattress of cotton wood, or preferably, willow brush. 
It has but one thickness of brush woven upon poles, is thin and flexible and sufficient strength 
during construction is secured by ample fastenings of nails, spikes, wire and cable, all of iron. 
Their width must be sufficient to reach to the foot of the eroding slope and a standard width 
of 120 feet is adopted as ordinarily sufficient. They are, as a rule, made continuous for each 
locality, lengths of from 5000 to 10,000 feet having been made and sunk. They are sunk 
and held in place by stone, and furnish permanent protection to underwater slopes, the few 
known failures having been due to the undercutting of the water which subsequently deep¬ 
ened. The average cost of brush mattresses 125 feet wide is $6.00 per lineal foot. 

During the past four years a number of lumber mattresses have been built. The lumber 
used is the commonest culls 4 to 6 inches wide, 1 inch thick, and not less than 12 feet long, 
'['he mattress is formed by weaving the plank over and under plank laid longitudinally about 
3 feet 9 inches between centers, like large split basket work. These mattresses require much 
less bulk of timber and of stone than the brush mattresses, can be built about twice as fast 
and cost only about $3.75 per lineal foot. Their only disadvantage so far as known consists 
in their breaking up worse when piles are driven through them. 

Protection above water is given by grading the bank to its natural slope and covering with 
riprap. The paving is usually done as far as the river has graded its own bank and resumed 
the following season after the high water has extended the grade further up the bank. 
When necessary to grade the bank by artificial means it is done by the hydraulic method or 
by means of shovels, etc. 

In addition to the permanent works of improvement, each year a certain amount of work 
is done to afford temporary relief to navigation or to hasten the results of the regulation 
works. The devices employed for this purpose include dredging and the use of temporary 
jetties to produce scour. The plant includes three suction dredges, a jet dredge, a tow and 
dredge boat, two other tow boats arranged to use their wheels in washing channels through 
bars and panels for about 10,000 feet of portable jetty. Several types of portable jetties or 
temporary dikes have been used. The type most favored is constructed by driving a row of 


8 

piles along tlie line selected and connecting them by a stringer which serves as a support for 
the upper ends of corrugated sheet steel panels, whose lower end rests on the bottom of the 
river. 

Each panel is 10 feet wide and from 10 to 20 feet long, depending on the depth where it is 
to be used. To prevent scour taking place under the panels, a small fascine mattress 8 to 10 
feet wide is fastened to the lower edge of the panel and sunk with riprap. At the end of the 
low water season the panels and piles are taken up and preserved for future work. 




TON THE USE OF 




(Kevuedu Genie Militaire, Nov.and Dec. 1901, A. Bochet. Reserve du G< nip). 
A free mid incomplete‘.translation by XX. V. Judson. Captain, Corps 
of Engineers, V. S. A., Instructor, Engineer School of 
Application, V. S. Army. 



PRESS OF THE ENGINEER SCHOOL OF APPLICATION, 

WASHINGTON BARRACKS, WASHINGTON, !).('. 

I!HB- 




KKHATA. 



1*. 1, line 8, for “movable” substitute “suitable”. 

P. 1, line 12, for “the Boers” substitute “de Beers”. 

P. 2, line 15, for “abjective” substitute “objective”. 

P. 8, last line, insert decimal point between 2 and 7, to read “12.7 inches”. 
P. 6, line 28, after “engine” insert “plant”. 

P. 7, line 6, for “at least” substitute “about”. 

P. 8, line 29, for “is often” substitute “would often be”. 

P. 9, line 12, omit “practical”. 

P. 11, line 18, for “least” substitute “lest”. 

































A FEW REMARKS BY THE TRANSLATOR. 


We can not yet find in print the final opinions of compe¬ 
tent critics upon the usefulness of the search-light as so 
extensively employed in South Africa, but many isolated 
bits of information indicate that search-light outfits will 
hereafter be recognized as indispensable adjuncts to warfare 
upon the land. 

With ordinary Morse signals, directing a beam upon the 
lower edge of a movable cloud, the British sent messages 
regularly to Ladysmith, 30 miles distant, until the Boers 
succeeded in confusing the signals with their own apparatus. 

At Kimberly, three search-lights, which had been used 
by the Boers to prevent thefts at night from the mines, were 
mounted in commanding positions along the line of detached 
works erected for the defense of the town. It was not doubted 
by the besieged that they constituted a great protection and 
probably prevented a night assault, Ladysmith and Mafe- 
king were without search-lights and assaults were delivered 
against each of them. 

There has been a very extensive use of search-lights in 
connection with the lines of blockhouses and upon armored 
trains. 


rp here can be no doubt of the disconcerting effect of the 
search-light upon outposts and patrols, who suddenly find 
themselves blinded by the beam of light and exposed to the 
enemy as illuminated targets. 

The importance of night attack has been gradually 
increasing, enabling troops to effect a surprise, or to pass 
over a fire-swept zone that would be practically impassible 
bv day. Search-lights, in the hands of the defense, might 
easily frustrate such operations. It is conceivable, moreover, 
that search-lights might be most valuable adjuncts to the 
attacking party at night. When the tactical use of the beam 
has been worked out, we may find, for example, that if sev¬ 
eral parallel beams be directed against the enemy’s lines, 
columns may advance in the dark intervals, with their 
abjective illuminated, their enemy blinded, and their paths 
marked by the visible beams upon either side. The trans¬ 
lated article which follows is interesting mainly as showing 
the character of outfits adopted by the French—who might 
be expected to lead in such matters—for coast defense, fort¬ 
ress and field use. The French use principally the 1.5 meter 
projector for coast defense, and it appears that such a pro¬ 
jector gives an intensity of illumination at any distance 
between 3 and 5 kilometers, three times as great as does the 
.9 meter projector, the latter being about the largest employed 
in U. S. coast defense. It will be observed also that the 
French prefer the oil engine. For field use it would seem 
that the oil engine is indispensable. 


PON THE USE OK 


ELECTRIC 



IN WAR, 


(Revue du (i-nie Militaire, Nov. and Dec. 1901, A. Bochet, Reserve du (ienie). 

A free and incomplete translation by YY. V. Judson, Captain, Corps 
of Engineers, U. S. A., Instructor, Engineer School of 
Application, U. S. Army. 

POWER OF PROJECTORS. 

The power of a projector depends upon the brilliancy of the source of 
light and the surface of the reflector; with a constant source of light, the 
“practical illumination” is proportional lo the area of the mirror surface as 
projected upon a plane perpendicular to the axis of the latter. 

The following table shows intensities of illumination obtained with 
Mangin projectors of .90 in. and 1.50 m., respectively, at distances varying 
from 3 to 5 kilometers. This table assumes a transparancy of atmosphere 
corresponding to the average in France for six months of the year. The 
intensities of illumination are indicated in “lux,” one lux being the illumina- 
tioi. produced by a standard candle, placed at a distance of 12 7 inches. 


INTENSITIES OF ILLUMINATION OBTAINED WITH MANGIN 

PROJECTORS. 


Dimensions 


Total 

Diameter 

Total 

Deg ree of 


diameter 

of the 

co-efficient 

illumina¬ 

of the 

Distance. 

< -i \ he 

central 

of trans¬ 

tion. 

apparatus. 


W>;i m. 

shaft. 

parency. 

in lux. 

Projector .90 m. in 

M. 

M. 

M. 



diameter; current of 

3000 

106 

80 

.78 

7.75 

100 amperes; focal 

4000 

142 

107 

.72 

4.92 

distance .45 m. 

5000 

177 

133 

.66 

2.35 

Projector 1.50 m. in 





21.4 

11.1 

diameter; current of 
To, Ttgr amperes; focal 

3000 

4000 

92 

122 

153 

69 

92 

.72 

.72 

5000 

115 

.66 

6.54 

distance .75 m. 







For purposes of comparison it may be remarked that the light of the 
full moon, at the zenith, and under the most favorable conditions, corre¬ 
sponds to .20 lux. The brilliancy of the projectors at the distances indicated 
above is then of great intensity. 

The really useful range is, however, that at which the observer can 
clearly distinguish the target. It then depends alike upon the power of the 
projector, the distance between the target and the observer, and the means 
of observation employed by the latter. It is very evident that the observer 
should be as near the target as possible, but it is also necessary that he 
use a good night glass which increases considerably the real value of the 
projector. 

The following table shows the practicable ranges for clear weather: 


Diameter of Projector. 

Ships of small tonnage. 

Large ships. 

1.50 M. 

3400 M. 

5400 M. 

.90 M. 

2699 M. 

4000 M. 

.60 M. 

2100 M. 

3500 M. 


It is not at all necessary to consider the figures tabulated above as abso¬ 
lute measures of capacity, analogous to those of pieces of ordnance. They 
give simple indications as to the chances of visibility of the targets. 


USE OF SEARCH-LIGHTS AT SEA. 

Since their first appearance the Navy has possessed search-lights. Their 
use afloat has developed very rapidly and to-day every war vessel is equipped 
with suitable apparatus. The different navies have lately acquired great 
experience in the use of search-lights and know how to make the most of them. 






























At present there are two established types of naval apparatus. One, the 
mast search-light, is placed in the fighting top or upon some high part of 
the ship, in order to have as extended a range as possible; the other, the 
embrasure search-light, on the contrary, is placed in a low part of the ship 
in order to light the surface of the sea close at hand. Generally an armored 
war vessel carries 2 mast lights and 4 embrasure lights. 

COAST DEFENSE. 

Projectors used for coast defense are of the following diameters: 

• 60 m., .90 m., 1.20 in., 1.50 m. 

So great an advantage pertains to the projectors of largest diameter that 
the present tendency is to use, principally, the 1.50 m. search-light for 
coast defense. For this service the different projectors employed are sub¬ 
divided, according to their use, into searching lights, fighting lights and 
fixed lights. 

The first are used for sweeping the sea, to search for and discover hostile 
vessels. When one of these lights finds a ship it follows it until the vessel 
enters the zone lighted by a fighting light. The searching light is now free 
for new observations. The fighting light assumes the lighting of the target 
in the zone assigned to it, rendering effective the fire of the corresponding 
batteries. In its movements, the target passes from zone to zone, always 
lighted by the fighting light pertaining to the batteries in action at a given 
time. 

The system is completed by the fixed lights commanding the lines of tor¬ 
pedoes barring the channels. 

The searching lights and the fighting lights are electrically controlled 
from a distance. The fixed lights are pointed by hand once for all. 

A SEARCH-LIGHT INSTALLATION INCLUDES: 

‘ 1). The fighting station where the search-light is installed during its action. 

(2) . The station of command , whence the light is electrically controlled and 

the observations taken. 

(3) . The building enclosing the dynamo and the different accessories. 

(4) . The shelter station where the projector is placed when not in use. 

APPARATUS FOR PRODUCING THE CURRENT. 

In examining the conditions which surround search-light installations 
during engagements, we see the importance of giving them perfect autonomy 
in order to render the service surer and easier and to limit the vulnerability. 

The installation should be designed for but a limited personnel, and the 
latter should be sheltered as much as possible. The plant should be complete 
in itself, for in action it will often be very difficult to reach it. In fact, no 


important repairs could be made at such a time; it is then essential in order 
to insure continuity of action at a station, that the apparatus employed should 
be as little as possible subjected to damage, and in every case that repairs 
should be made rapidly by means of material held in reserve. 

The electric current for search lights is produced by a compound-wound 
constant-potential dynamo, which is actuated by a constant speed engine 
supplied with a governor. In the beginning only steam engines were used. 
Many stations have been fitted up with “Brotherhood” engines directly con¬ 
nected with the dynamos. The same are also used in portable outfits, running 
with free escapement or with condensation. Since oil engines have come 
into use, however, preference has been accorded them. This preference is 
perfectly justified by the following considerations: 

The oil engine plant is simpler than the steam plant, the latter requiring 
bulky fuel, boilers, etc. The operation of an oil engine is much less trouble¬ 
some, for the fuel is supplied automatically, while the steam plant requires 
attendance to keep up the fire as well as to regulate the water supply. The 
oil engine, unlike the steam, works without producing escapements of steam 
and smoke, very visible at a distance, which may interfere with the beam of 
light. This last inconvenience is one of extreme gravity, for when the wind 
blows the smoke in the direction of the beam, it is absolutely impossible to 
use a steam plant. 

With a system which provides for cooling the water of circulation in an 
oil engine, the latter can run indefinitely without any expenditure of water, 
or it can use sea water without inconvenience of any kind. The steam 
engine, on the other hand, consumes a quantity of fresh water, or is forced 
to employ a complicated system of condensing; and experience proves that it 
is very difficult to keep fresh water stored for coast defense search-light 
plants. Moreover, the preservation of the boilers in stations little used is 
almost impossible. In a short while the boilers become unfit for use. The 
maintenance and preservation of an oil engine are on the contrary, very easy. 

Nevertheless, the use of the oil engine being less extensive than that of 
steam plants, it is more difficult to find capable mechanics to use the former 
than the latter. But as search-light plants necessarily contain many special 
pieces of mechanism we can not dream of obtaining good results except by 
providing special personnel. It is thus that the Navy has succeeded in 
assuring the perfect working of their fixed defense stations. The instruction 
of an especial personnel is not more difficult for oil than for steam plants. 

We shall take it for granted then, that modern outfits include oil engines. 
Naptha motors have been excluded on account of the danger from that 
liquid and because of the great difficulty of procuring supplies of it. 


FIGHTING STATION. 

The station “de combat” is placed so as to have an extensive view of the 
zone of battle. To facilitate surveillance of the sea it is better not to place 
the projector too high, in order that the beam, sweeping the water surface, 
can discover the targets by a simple horizontal movement. It is necessary, 
nevertheless, to place the light where it is sheltered from the waves and 
spray of the sea. One generally tries to place the apparatus at least 15 m. 
above the sea level, but that height is not fixed and depends upon local 
circumstances. 

THE STATION OF COMMAND. 

The station of command should naturally afford as extensive a view as 
the fighting station, so that the observer can follow the beam in all its move¬ 
ments. As the beam revolves in a horizontal plane it is necessary to choose 
the position of the command station so that the normal distance between the 
observer and the beam should be convenient for the principal direction of 
observation. Practically, an effort should be made to put the command 
station at a distance of at least 50 m. from the fighting station and it would 
be better to have the distance from 60 to 100 m., measured on a line perpen¬ 
dicular to the beam in its most useful position. 

In order to determine the altitude of a fighting station, and of an observa¬ 
tion station, it should be remembered that the point of tangency upon the 
sea of a ray of light, bent by atmospheric refraction, and issuing from a 
point in altitude H (in meters), is at a distance D (in kilometers): 

D=4 VW 

If the target under observation extends h meters in height above the sea, 
the distance at which the highest part of the target is visible to an observer 
at an altitude in meters H is, then, 

D =4 ( VH+ Vh) 

POWER HOUSE. 

The sheds built for sheltering the machines should be of dimensions 
corresponding to the type of plant used. For a plant embracing an oil 
engine and direct connected dynamo, good results are obtained if the shed 
be 5.50 m. in length, 4.5 J m. in width and 3.50 m. in height. 

STORAGE FOR OIL. 

In the neighborhood of the plant there should be a magazine for the oil, 
containing a reserve of about 8000 litres. For the security and preservation 
of this supply, the oil should be placed in metallic receptacles, perfectly free 


from leaks, completely full, well-closed, and stored in a slied of which the 
temperature should be kept as constant as possible, and not above 35° C.; it 
should be possible each year to verify, barrel by barrel, the state of the oil 
supply. The magazine should be make of incombustible material, insulating 
the oil from the sun’s heat. The facilities for inspecting the vessels should 
be as effective as possible. 

In order to obtain these results secure the following conditions: 

(1) . Storage in metallic barrels, each of 100 litres capacity. 

(2) . Complete control of the oil supply by the personnel of the station, 

requiring no handling of barrels for supplying the engine. 

(3) . Facilities for examining the receptacles in order to control leakage. 

(4) . The possibility of gauging any barrel. 

(5) . The possibility of using the barrels in such order that if the beginning 

of deterioration in some barrels is ascertained, their contents can at 
once be used in the course of drills. 

(6) . The possibility of taking out and replacing any barrel whatever with¬ 

out having to displace other barrels. 

To secure these conditions follow the arrangement (represented in a 
figure). This magazine, which is but 5.50 m. long, 3.60 m. wide and 2 m. 
high, can hold 8000 litres of oil in 100 litre barrels. These barrels are placed 
in two tiers, held up by metal beams, so that it can at once be seen if any 
barrel begins to leak. 

SHELTER STATION. 

The shelter station of a projector is a room where the projector is placed 
when not in use. This room should have dimensions equal to those of the 
fighting station. 

FORTRESSES. 

For the surveillance of certain terrain near a fort, such as roads, canals, 
railroads, etc., fixed search-light stations are employed. The arrangements 
are the same as for projectors used in coast defenses. But in order to insure 
a perfect surveillance of the approaches to a place, it is often necessary to 
install a considerable number of fixed projectors, and it is frequentlv 
practicable to recur to the use of movable apparatus. Ordinary field appa¬ 
ratus is well suited to operations of this kind. 

MATERIALS FOR THE FIELD. 

Until recently, projectors have not been used practically for service in 
the field because the apparatus could not be run except by steam 
machines. Portable steam engines, boilers and dynamos, notwithstanding 
important improvements, have presented hopeless defects for use in field 


operations. Sncli plants use such a quantity of coal and water that it is 
practically impossible to secure their supply in the field. In fact, the models 
used so far, which have a current of only 50 to 60 amperes at 70 volts, con¬ 
sume a total weight of coal and water varying from 300 to 400 kgs. per hour, 
and so would use from 3 to 4 tons during ten hours of night service. 

It is not possible to have such an amount of provisioning follow the out¬ 
fits without robbing them of necessary mobility. In fact it is often necessary 
to transport the apparatus quickly during the night, for a long distance, to 
establish it upon some high point whence the best results can be obtained. 

To insure the work of a projector, if steam power were employed with a 
whole train of heavily loaded wagons, would be much too difficult for actual 
service. The practical use of portable oil engine outfits provided with 
apparatus for cooling the cylinders, obviates all these inconveniences. 
Experience has proved, in fact, that the necessary supplies for a portable 
oil outfit weigh but one hundredth part as much as for a steam outfit of 
equal power; moreover, the oil engine, being fed with a liquid from a reser¬ 
voir directly connected with the cylinder, does not require any stoking in 
the field. With this system it is easy to devise a plant for the production 
of electricity, provided with all necessary accessories, carrying sufficient pro¬ 
vision to insure its running for several nights, and easy to move, all being 
mounted upon a single vehicle. 

The outfit is completed by a projector mounted upon a two-wheeled 
carriage attached to a limber, the latter carrying cables and other accessories. 
Thus two vehicles suffice for a search-light equipment. 

FIELD ORGANIZATION. 

As a result of observations made in the field by the author, who has had 
occasion many times to use the projectors at manoeuvres, it would seem that 
this apparatus should be used as follows: 

To be really efficacious the projectors should be placed upon the most 
advanced lines. It is not necessary, as has been thought until now, that 
they should follow the artillery, whose position is much too far to the rear, 
especially at night, for projectors placed near them to illuminate the enemy 
successfully. If stationed with the advance posts, they make it possible to 
reduce materially the number of troops detailed there for night service, by 
insuring a perfect surveillance of the ground in advance. 

Personnel. 

The equipment should be under the command of an officer, who would 
himself act as observer. The personnel should include two mounted men, 


one of whom, an under officer and mechanic-electrician, should attend the 
generating plant, and the other, an electrician, should have charge of the 
projector, its lamp and accessories. There should he, in addition, at least 
two assistants. To this personnel should be added the signal men, signals 
being necessary in the first place to establish communication between the 
projector and the observer, where facilities are lacking for electrical control 
at a distance, and in the second place to put the observer in communication 
with the command and the groups with whom he is to cooperate. These 
communications naturally require a man at each post; the telephone or 
optical telegraph is used as may be most convenient. 


MARCHES. 

Movements of the apparatus should always be as rapid as possible; they 
are made principally over well defined roads. Night marches at a quick 
pace are particularly precarious for them. Each day, before nightfall, the 
carriages should be carefully inspected, and the packing of materials well 
attended to; before departing, the draught harness should be minutely 
inspected, in fact it is well to move the carriages back and forth a few 
paces. It is essential to use none but driver and horses accustomed to night 
marches. Special training is necessary so that men and horses shall com¬ 
pletely respond to the exigencies of the service. The column should be pre¬ 
ceded by a mounted man, marching 5 or 6 m. in advance of the team of the 
first carriage; this man should verify the road, and set the pace for the 
column. First should come the carriage of the projector, then the wagon 
bearing the generating set. A mounted man should follow the column to 
see that nothing falls from the wagons. When out of hostile view each 
carriage should be supplied with two powerful lanterns fashioned so thev 
can be masked if the equipment should wish to conceal its march. The men 
not mounted will ride upon the carriages. 

ESTABLISHMENT AND PREPARATION OF THE APPARATUS 
AT ITS STATION. 

The outfit should be ready to act on arrival upon the field; there should 
be no overhauling of the apparatus at this time. The carbons should be in 
the projector, and the preparatory operations will consist of starting the 
motor, and running the cable from lamp to dynamo, and to the station of 
electrical control if necessary. These preparations should be made in a few 
minutes, 6 or 8 at most; the projector will rest upon its carriage except 
under extraordinary circumstances. 


DIRECTION OF THE BEAM OF LIGHT. 

Two cases present themselves. Observations will be taken either by the 
squad itself or by observers independent of that party and nearer the objec¬ 
tive than it is. In the first case the principal objective will generally be 
designated by a system of coordinates. 

Unless entirely impossible, a preliminary reconnoissance by day of the 
principal objectives and the neighboring country should be made by the 
officer in charge of the squad, with a view to choosing the most convenient 
places for the generating set (power wagon), the projector and the observer. 

The power wagon should be sheltered as much as possible, and should 
be easy of access; the location of the projector should be such that the beam 
can be directed upon the objective without encountering an obstacle. The 
observation station should be chosen to afford the best possible view of the 
objective. The beam should be directed from the observation station either 
by means of the apparatus for control at a distance, or by directions trans¬ 
mitted by telephone or optical signals to the man charged with the pointing 
of the projector. 

In every case, before lighting the lamp, care should be taken to turn the 
projector in the direction of the target, and to incline it upward, least it 
illuminate the ground near the projector, and expose to view its own lines. 
At the time of lighting, the projector should be hidden by a screen from 
view of the enemy ; the apparatus once in regular working order, it should 
be unmasked and the beam gradually lowered and traversed in a lateral 
direction so as to search the ground until the objective is found. 

OBSERVATION. 

The intelligent observation of ground illuminated by the projector requires 
a certain skill. The observer operating for the first time finds himself all at 
sea. He sees nothing clearly. When he begins to distinguish objects, he 
commits gross errors as to distances, and generally experiences a keen dis¬ 
appointment at not being able to perceive certain details, without realizing 
that they would not be visible even in broad daylight. Exercise quickly 
accustoms the eye to observations of this kind, and trained observers attain 
remarkable results. The observer should be provided with good glasses, 
having objectives of as large diameter as possible, but of small magnifying 
capacity, and with no diaphragm, in order that none of the rays received 
shall be lost. It is necessary to take exact account of the general form and 
color of the ground in the neighborhood of the target, in order to select land¬ 
marks that will enable one readily to pick up the target a second time ; light 


colored surfaces serve well as landmarks; houses, quarries etc., are easily 
found again in the rapid movements of the beam over the ground under 
surveillance. 

It is generally unnecessary to attribute any serious value to immovable 
objects of a dark color. Often they are but well marked shadows, produced 
by natural objects. It is often advisable to send an observer to a point some 
distance removed from the regular observation station. 

In every case an essential condition to success will be a perfect coopera¬ 
tion between the personnel of the search-light squad, and the troops placed 
in front. For example, when a squad is working behind the outposts, obser¬ 
vations should be regulated according to the position and movements of the 
latter, and a single commander should control the movements of both. 

TRANSMISSION AND REGISTRATION OF OBSERVATIONS. 

In order that the projectors should be of maximum service, it is essential 
that the observations taken should at once be transmitted to the commander 
and to the troops interested. The observers should record the time at which 
observations are taken. 

For transmission of results to the troop commander, telephones, ordinary 
signal methods, telegraph or written reports may be employed. Records of 
observations should be made by a non-commissioned officer or private, under 
the directions of the observer, and furnished with a special lantern. 

Attention should be called to the utility of the power plant even out of 
battle, thanks to the facility with which it can supply current for arc or 
incandescent lights, and for motors to actuate cranes, hoisting engines etc. 


MILITARY 


LANDSCAPE SKETCHING, 



Translated from the “Journal des Sciences Militaires,’ 


September and October, 1901, 


By W. V. .JUDSO!Nr< 



Captain, Corps of Engineers; Instructor in Military Engineer¬ 
ing, Engineer School of Application, 1902. 



PRESS OF THE ENGINEER SCHOOL OF APPLICATION, 

WASHINGTON BARRACKS, WASHINGTON, D. C, 

-1902- 



MILITARY 


LANDSCAPE 


SKETCHING, 


By M. LEFEBYRE. 


Translated from the “Journal des Scienues Militaires,” 
September and October, 1901 , 


By W. V. JUDSON, 

('attain, ( okts of Engineers; Instructor in Military Engineer 
ing, Engineer School of Application, 1902. 


PKESS OK THE ENGINEER SCHOOL OK APPLICATION, 

WASHINGTON BARRACKS, WASHINGTON, 0. C 

-1902- 



























































































































































































































MILITARY LANDSCAPE SKETCHING. 

THE USE OF LANDSCAPE SKETCHING IN THE FIELD 
AND IN RECONNAISSANCE. 

INTRODUCTION. 

Far from being a complete treatise on military sketching 
this work is but a collection of practical hints addressed to 
officers who love and cultivate landscape sketching, to the end 
that they may exercise their talents in that art with profit to 
their military education, and during reconnaissance produce use¬ 
ful documents relating to the field that they have gone over 
and studied. 

Military Uses of Drawing. Perspective drawing often sup¬ 
plies a needed complement to the related art of topographic draw¬ 
ing, and occasions arise where perspective drawing is to be 
preferred. Used properly, with a few strokes of the pencil it 
reveals the horizon and gives a silhouette of prominent parts of 
the landscape. Separating by a rapid drawing that which is 
essential from that which is insignificant, it is, beyond doubt, the 
simplest and cleanest expression of that which the eye has seen 
and analyzed. This is what de Brack thinks of it: “It is as nec¬ 
essary for an officer to know how to draw as to know how to 
write, for often with two lines he can tell more and tell it better 
than with two pages of writing, inasmuch as a few strokes of the 
pencil are made more quickly and easily than a report is com¬ 
posed, and secure and classify details for a report much better 
than do the memoirs which we preserve from a long recon¬ 


naissance. 


2 


But aside from this direct usefulness, there is another equally 
to be considered. Drawing is the educator of the eye, par excel¬ 
lence; it teaches one to judge ground rapidly by developing that 
instinct which gives to the sight power and certainty not acquired 
otherwise than by the habit of studying the landscape in detail 
and in its various aspects. Finally it. engenders an accuracy of 
observation which mechanically notes the form and aspect of 
things, even though the mind be occupied with other matters. 
On this subject also we quote de Brack: “Drawing has an im¬ 
mense advantage in war; it accustoms one to look and to observe 
well, to appreciate distances and the character of the ground, to 
bring to mind that which one has seen, and above all to judge of 
the expediency and probable rapidity of execution of a projected 
enterprise”. 

ll “The habit of sketching gives to the memory a faculty that 
might bewailed instinctive, that of grasping, so to speak, in spite 
of y&ursetf, and injspite of mental distraction, the form and color 
of tk© objects feforo you. ” 

This last quotation is hut a clipping from the detailed account 
of a reconnaissance which seems to have been made by the emi¬ 
nent author himself, if one may judge by the precision of detail 
and the freshness of impression. This vivid narration, full of 
examples taken from fact, shows what value this master of the art 
of reconnaissance attached to the gift of observing well. One may 
consider it the most perfect expression of that which our regula¬ 
tions, perhaps too abstractly, call “knowledge and use of terrain”. 

Here are other and contemporary opinions upon the military 
use of drawing: “A map, however accurate it may be, leaves us 
always face to face with an embarrassing abstraction, failing to 
indicate the relief of objects, houses, trees, etc. The contours and 
even the hatchings leave the model unsatisfying. For everyone 
picturesque views^aken of happily chosen places must facilitate 
the reading of- chart s by reproducing nature in familiar aspects”.* 
“Perspective study is the necessary complement to topographical 
study; I will even say that it is sometimes more important than 
the latter for the study of configuration; that is to say, for the 
passage from map to nature in a country seen for the first time, 
where one makes an armed reconnaissance”.*)* 

Is Not Photography Preferable to a Sketch Made by 


*Jouart. 

tPanoramie Militaire. 



3 


Hand ? This question is not asked to-day for the first time; it 
may be said to date from the birth of photography, from which 
time geographical science began at once to draw every advantage 
possible from the discovery. 

We speak here but from memory of the attempted substitu¬ 
tion of photography for landscape sketching (the devices of 
Laussedat, of Dubroni and Chevalier, and finally the Moessard 
cylindrograph, which seems to be the last gasp of topo-photo- 
graphic art). Results with such apparatus have been very good, 
but their use seems more allied to topographical than to land¬ 
scape sketching, and they are thought to be especially adapted 
for use in exact and regular work, notably during a siege. Return¬ 
ing to the main question—the use of photography in field recon- 
noissance in the presence of the enemy, sometimes even under 
fire—it is but just to admit that to-day portable instruments are 
made remarkably perfect, of but small weight and bulk, easily 
handled, and under certain atmospheric conditions capable of 
producing very clear and satisfactory plates. But the light is 
capricious, now more and now less propitious for good work. It 
often happens that certain useless details are brought out very 
clearly, while others, more essential, are scarcely perceptible. Let 
us add finally that the landscape does not lend itself readily to 
photography except under certain picturesque conditions which 
are not always present in important tactical situations. What must 
we then conclude? That whenever conditions are favorable to 
the use of photography, we should have recourse to it, profiting 
by its convenient and rapid methods to increase the number of 
views taken at different points, thus rendering more complete the 
study of the ground. On the contrary, if there is reason to doubt 
photographic results with distant and unaccentuated objects, or if 
trouble arise with the light or for any other material cause, it is 
to rapid free-hand drawing that we must resort. 

After all, instead of seeing between these two processes an 
antagonistic striving for supremacy, it is more rational to look 
upon them as valuable aids to be used at need concurrently, 
one to be called upon to supplement the other according to cir¬ 
cumstances and to the special applicability of each. Photography 
gives brutal exactitude to nearby objects; illusion falls to the 
ground. Sketching, on the other hand—more abstract, more 
adaptable to the translation of thought as well as of form—per¬ 
mits the military details of a site to be more clearly brought out. 


4 


The progress of photography should not then discourage an 
officer from landscape sketching, nor make him doubt the re¬ 
sources of his art, which depend entirely upon his observation 
and his apprehension. Moreover a good landscape artist should 
easily become a photographer of merit, while the converse does 
not follow. 


PART I. 


ON MILITARY SKETCHING. GENERAL EXPOSI¬ 
TION OF THE METHOD. 

One should not think of entering upon military sketching 
without having previously acquired knowledge of the general 
principles of drawing, including the elements of perspective, 
which are its foundation. This knowledge naturally much sim¬ 
plifies the task; sketching from nature affords the best training 
for appreciation of varying aspects of the ground. 

Special Characteristics of Military Landscape 
Sketching. Although nothing other than landscape sketch¬ 
ing, military sketching possesses certain peculiar characteristics 
inherent to its aim and object. It is thus indispensable, no mat¬ 
ter how good a sketcher one may be in the ordinary acceptation 
of the term, to have a special training, and so learn to overcome, 
one by one, the small difficulties, generally unexpected, that arise 
in practice every moment, and become very troublesome if one is 
not sure of a firm and rapid execution. In purely artistic draw¬ 
ing the laws of aesthetics and of harmony, the search for effect 
and for the picturesque, are primary; in military drawing these 
charming qualities become absolutely secondary; its sole charm, 
its sole claim to perfection lies in its clearness and in the facility 
of its comprehension. 

Accuracy, firmness, freedom and simplicity of stroke, a correct 
generalization of the background—these should be sought above 
all. In short, even if the aesthetics of ordinary landscape drawing 
would seem thus to be violated, for military purposes one may 


6 


draw upon topographical drawing, representing objects by certain 
conventions, in order to effect greater clearness and facility of 
execution. But one should not alter the nature of,^pr untruth¬ 
fully interpret the silhouettes marking the terrain, for these are 
the most essential elements of a reconnaissance drawing. 

Is Mathematical Perspective Indispensable to Military 
Landscape Drawing? In his interesting work on military 
sketching, Captain P. H. C-sets forth a method of mathemat¬ 

ical perspective based upon horizontal scales and apparent heights, 
which he recommends as facilitating deductions as to distances 
on the stadia principle. It is beyond all doubt that mathematical 
perspective is excellent practice, teaching the eye to appreciate 
distances and proportions. One can even imagine its being prac¬ 
tically employed in a drawing made in all leisure and security. 
But the conditions are different in the field during a reconnais¬ 
sance. On such occasion it is necessary to act with quickness and 
resolution. For an experienced eye and sure hand, the figure 
and the perspective outline established methodically would be 
more awkward than useful. One hesitates and gropes, and finally 
the time has passed, and the essential parts of the drawing are 
still incomplete. This would not have happened if eye and hand 
had acted instinctively, as the result of previous practice. 

One should not exact from drawings more than their nature 
permits them to show. They readily reproduce outlines and 
general forms, the visible horizon, etc., but it would be extravagant 
to hope to deduce from them correct estimates of distances, for a 
mathematical perspective, no matter how well shown it may be, al¬ 
ways leaves doubt when the data has not been obtained from surveys. 

Method to be Pursued in Military Landscape Sketching. 
Whether in the simple sketch of a position, or in the reproduc¬ 
tion of a vast and extended view, military sketching is but the 
development of a panorama, through a visual angle more or less 
great, according to the object and purpose of the sketch. Before 
coming to the drawing, however simple it may be, in order to fix 
one’s ideas, and establish his style, it is necessary to engage in 
some preparatory exercises designed to teach one to avoid a halt¬ 
ing execution—an inexcusable fault. Without mentioning esprit, 
which naturally plays a great part in the art which occupies 
us by its qualities of conception, of fitness, of discernment, the 
military sketches should, above all, educate and train the two 
physical essentials, i. e., the eye and the hand. 



7 


As to the hand it should be exercised: 

1st. In the representation of foreground, background and 
middle distance by means of their outlines (silhouettes); 

2nd. In the representation of form of ground by means of 
hachures and perspective curves. 

As to the eye, it should be trained : 

1st. To an understanding of the lines and angles; 

2nd. To observation and to the reading of ground. 

We propose to treat of these different exercises separately, 
explaining what they mean and how they may be practiced. 
Afterwards we shall describe in detail the execution of a military 
landscape sketch. 

Finally we shall deal with tactical application of landscape 
sketching as used in reconnaissance. 


PART II. 


PRELIMINARY EXERCISES. 

TRAINING OF THE HAND. 

The Silhouette. It is necessary to indicate by lines, and as 
far as possible by single strokes, the appearance of different 
objects on the earth’s surface, producing a sort of aerial perspec¬ 
tive, sufficient to give an idea of distance, thus facilitating the 
clearness of the sketch. Inasmuch as the stroke can not be 
shaded, except by increasing its vigor and intensity, it is neces¬ 
sarily upon that idea that a scale of distances must be based. 

Scale of distances .—The general rule is as follows: 

Foreground,—Vigorous stroke, made by pressing firmly upon 
the pencil. 

Middle distances,—Mean stroke, made by pressing normally. 

Background,—Fine stroke, made by pressing lightly. 

In the majority of cases this rule will suffice to give to a 
sketch atmosphere and a perspective easy to grasp without the use 
of shading, which should be avoided in rapid work, because 
it represents loss of time and usually smirches the sketch, thus 
depriving it of clearness. In order to fix the ideas and establish 
a standard intensity of stroke, one should regard as in the fore¬ 
ground objects distant from 300 to 500 meters; the middle 
distance may extend from 500 to 1000 meters, and the back¬ 
ground includes objects distant more than 1000 meters. Such a 
gradation has the advantage of approaching that established 
for infantry fire (short, long and medium ranges); it is a coinci¬ 
dence which will be very useful in a number of cases. 


9 


Pencils and Papsr. The lead pencil is undoubtedly best 
for the execution of rapid sketches. If one has different numbers, 
the gradations of distance will be more easily realized; in any 
case for the background, the point of the pencil must be kept 
sharp. As for paper it must be smooth for a flowing stroke, and 
if possible divided into squares, especially at the start. The 
squares guide the strokes without encumbering the drawing, if 
one is careful to choose for them color different from that of the 
pencil. 

REPRESENTATION OF DETAILS. 

Buildings (houses, farms, chateaux, villages, etc., see fig. 1). 
Indicate simply their silhouettes, avoiding even in the foreground 
unimportant details. In most cases it is best to begin the drawing 
of an edifice with its most prominent points (roofs, gables, etc.), 
which are generally more visible—more readily seized by the 
eye—and which give at once an idea of the orientation of the 
building. Above all, draw carefully the contour of buildings 
which may serve as reference points (towers, windmills, light¬ 
houses, factory chimneys, etc.). In the drawing of walls, which 
nearly always have a military importance, one must as nearly as 
possible show by the perspective their orientation and their 
changes of direction. 

Do not exaggerate the height of buildings, for the resulting 
error is carried back horizontally and absolutely perverts the idea 
of distances. 

The indication of details sho :ld always be governed by 
distances. If, for example, in the foreground one is able to show 
some doors^nd windows by means of hatchings, in the middle dis¬ 
tance one is content to indicate them by strokes, while in the back¬ 
ground a general idea of the roofs and bodies of buildings will 
suffice, always selecting prominent buildings, easily recognizable. 

In sketching proceed with elementary strokes, not trying to 
join them invariably at the angles; the drawing thereby gains 
in freshness and in facility of execution 

Routes of Communication. (See fig. 2.) Indicate them by 
two perspective lines, representing the borders of the road. When 
the road is sloping that fact is indicated by the degree of separa¬ 
tion of the lines; above all draw with distinctness curves indicat¬ 
ing changes of direction. Paths and minor roads will be indicated 
as in topography, by dotted lines of lighter texture than are used 
for main roads, and with less separation. 


10 


Various artificial objects are represented by their essential 
parts (arches, abutments, etc.) Excavations and embankments 
will be shown by hatchings in accordance with topographical 
conventions. Railways should be distinguished by cross lines; 
a telegraph line by posts drawn at intervals. 

Trees. (See fig. 3.) Show merely the general outline and 
the trunk by lines more or less strong according to the distance 
Above all reproduce faithfully the silhouettes of isolated trees that 
may serve as reference marks In the drawing of trees, it is well 
to recall as a general principle that between a tree and its leaf 
there generally exists in structure and form a great analogy. 

Woods aid Forests. (See figs. 4 and 5.) With a light 
dotted line rapidly fix the outline of the wood with its salients, 
and in the area thus inclosed draw the trees more or less apart 
according to the thickness of the wood, with a strength of line 
and relative size dependent upon the distance; for greater facility 
sketch first the salients and conclude by filling in the interior. 

Without aiming at a perfect resemblance it is nevertheless 
necessary to bring out the clearings, the characteristic clumps, 
easy to recognize, and the lanes indicating roads 

When a forest or wood possesses great depth, it is advantageous 
to outline not only its border, but also lines of demarcation between 
the different distances (foreground, middle distance and back¬ 
ground) to guide the intensity of the stroke. 

Pine and spruce are of a dark green hue and stand out boldly 
over all other foliage; for these two species a special treatment is 
recommended, and strong lines must be used. When these trees 
are scattered in clumps in a forest, they should be rendered very 
exactly, both as to form and place, for they catch the eye at once 
and are very useful for orientation. 

Copses and Waste Land. Outline as for a wood, with 
dotted line, the border of the copse, and place here and there 
some trees, filling in with brushwood more or less thickly, 
according to the growth. The waste land is rendered by a mix¬ 
ture of brushwood and sand as in topography. 

Cultivated Land, Hedges, Orchards. (See fig. 6.) Indi¬ 
cations of cultivation wfill not be used except when military 
interest demands in order to give an idea of shelter and of the 
practicability of the ground. When cultivation of one charac¬ 
ter is repeated to any great extent it is convenient to indicate the 
same by a conventional letter upon the sketch. Low growths 


11 


which interfere neither with the view nor with the practicability 
of the ground may be shown simply as open fields; furrows may 
be shown by a series of parallel hatchings, placed in different 
directions; vines, which should always be indicated as they are a 
serious obstacle to the march of the three arms of the service, 
may he shown by the letter V, if they are extensive, or if cover¬ 
ing hut a limited area, by a series of short hatchings graded in 
height according to the distance. 

Orchards will be represented by regular rows of trees; hedges 
by a row of hushes of greater or less height. 

Sand Dunes, Marshes. (See fig. 7.) These will be repre¬ 
sented according to topographical rules 

Rocks, Cliffs, Escarpments. (See fig. 8.) Try to render 
their silhouettes and their fissures very clearly; in drawing cliffs 
it is necessary to show as plainly as possible the general direction 
of their geological lines, which give them character and individ¬ 
uality; granite is angular and slashed (rounded and dull when 
exposed fora long time to the weather); limestone and sandstone 
generally break off* at right angles; slate is ragged at the edges 
and in layers. To sum up, each rock has a form all its own, and 
this form should control the sketch. 

Water. (Rivers, ponds, lakes, seas, etc., see fig. 9.) Indi¬ 
cate clearly with a firm, vigorous stroke, the border; then the 
reflection of some objects on the banks; then a series of horizontal 
markings more and more delicate toward the background. When 
there is a great stretch of water, suggest the light of the sky by 
showing here and there some reflections rendered by horizontal 
hatchings; finally the in lie itions of some clouds will dispel all 
doubt. 

In the preceding enumeration it is possible that we have for¬ 
gotten some details; nevertheless the general principles are as set 
forth therein. It is necessary to confine oneself consistently to 
his adopted methods, reproducing the silhouettes clearly and 
neatly, and as simply as possible, leaving the object to be repre¬ 
sented subject to no doubts. 

Every country has character and aspect peculiar to itself and 
in consequence admits of an especial interpretation that is best 
adapted to represent its habitual forms. 

Representation of the Formation of Ground by Curves 
and Perspective Hatchings. (See figs. 10 and 11.) For 
sketching the ground, stomping and rubbing are evidently the 


12 


quickest processes, and for that reason tempting; but these 
methods admit of little precision and clearness, and in rendering 
certain changes of slope, or the delicate details of relief, they 
become absolutely insufficient. 

The following process, more precise and equally rapid, and 
speaking to the eye in the clearest fashion, seems preferable in 
every way; it consists (once the ridge lines are determined), in 
representing the undulations of the ground by means of strokes, 
or elementary lines, giving the sense of perspective to contours. 

and topographical hatchings. It is well to sav here that 
some of the theories observed in the artistic handling of land¬ 
scapes have no place in such sketches as we are considering. 

The reproduction in perspective of countless curves and topo¬ 
graphical hatchings can evidently be conceived of, but practically 
such work overloads the sketch, and complicates its execution. 
One therefore confines himself to a few such lines perspecti vely 
oriented; they are amply sufficient to give a very clear and 
complete idea of the formation of the ground. 

We must add that in the majority of cases other lines of the 
sketch, especially ploughed furrows, hedges and signs of cultiva¬ 
tion will easily determine the direction of the strokes and aid in 
showing very clearly the relief of the ground. 

When these indications are lacking, which will happen in 
regions bare and of uniform appearance (in mountainous coun¬ 
tries, for example, or upon the plains), perception of slopes of the 
ground will be a very delicate matter, and the sketcher will have 
little but ridge and valley lines to guide him. He must then, in 
his imagination, draw contours upon the ground, and consider 
their appearance, in perspective, upon his sketch. Study of this 
kind is excellent, whether from the point of view of sketching or 
of topography. 

One must also use discretion in knowing when to employ 
curves and when hatchings. On ground which one overlooks, 
curves are most conveniently used; on the contrary, when the 
ground lies above one, hatchings must be adopted as they convey 
the clearer impression. There is no positive rule in these cases; 
the best guide is unquestionably the nature of the ground, which 
by its appearance indicates the proper interpretation to select. 

In a slightly undulating country, it is not rare to meet with 
certain depressions in the ground, more dangerous in that they 
are scarcely perceptible, and thus suggestive of ambuscade. These 


13 


are often large ditches, with gentle slopes, whence a body of the 
enemy may spring up unexpectedly and fire upon you point-blank. 
It is essential in every case of military sketching to mark such 
peculiarities of the ground by a method which will be described and 
which is applicable up to a distance of 500 or 600 meters, or as far 
as the silhouette of a man is plainly visible. (See figs. 12 and 13.) 

Let us show the depression of the ground A B D as seen by 
an observer from the direction of 0. The ridge line A will first 
be indicated. Three human silhouettes we shall suppose are 
placed at A H, B H, and D H. The visible part of the silhouette 
B H will tell the depth of the ditch, while a comparison of the 
apparent heights A H and D H will give an idea of its width. 

TRAINING OP THE EYE. 

The education of the eye, even more essential than that of the 
hand, depends entirely upon the habit of the observer; it is nec¬ 
essary to notice, to compare, to judge and to comprehend, which 
require long and continuous practice. But on the other hand 
the faculty of observation possesses this precious characteristic 
that, once developed, it is exercised instinctively, without dis¬ 
tracting the mind from its chain of thought. Besides we shall 
find innumerable opportunities for exercising this faculty during 
a march, going^md returning from drill and from target practice, 
during halts, in brief on all occasions where the duty does not 
demand all one’s attention. 

Appreciation f Lines and Angles- Above all one should 
accustom himself to a just appreciation of lines and angles; this 
is the basis of all drawing. The courses in landscape painting 
and modelling offer many expedients very simple and easily used 
(as a pencil or graduated rule held before the eye with extended 
arm, serving to compare distances or apparent heights; a pro¬ 
tractor, which may consist of a pair of improvised dividers. Jthe 
length of the thumb at arm’s length is also a useful means of 
comparison, and can be employed with almost mathematical 
precision if one is careful to note the value, once for all, of 
the visual angle to which it corresponds; that angle is approxi¬ 
mately 3° 30'). 

For a beginner in the art of sketching, to train his sense of 
proportion, such expedients are of undoubted value. But after 
training and constant practice the eye itself acquires a sense of 
proportion which is exercised without assistance from rudimen¬ 
tary devices such as above described. 


14 


Observation of Ground and Study of Terrain. To know^ 
to value justly lines and angles is much, nevertheless it involves 
but a mechanical use of the power of observation, and one could 
and should exact more from that faculty. It should be intimately 
connected with the judgment^and with a habit of rendering an 
exact account of what one sees and of drawing conclusions there¬ 
from ; it is for this reason that military sketching becomes a 
special art and is a study of great value in preparation for recon¬ 
naissance work. 

Here are a few examples of what may be called studies of ter¬ 
rain, in which close observation is important: 

1st example (outskirts of a village, see fig. 14). I arrive before 
the village of X which spreads out before me at a distance of 
about 1200 meters; at first sight the border of the village seems 
to be a continuous straight line; I look more attentively. In cer¬ 
tain groups of houses the buildings seem a little higher; they 
have, however, no more stories and they are similar in construc¬ 
tion to the others. But if they appear to me larger, it is because 
they are nearer to me; consequently they must constitute salients 
or detached suburbs (information useful for attack or defense). 
Further observation seems to confirm this assumption. The sup¬ 
posed projection A seems to border upon the road on which I 
stand. El sow here Ifom the supposed projection B there starts a 
double row of poplars which leads me to believe that there is 
another road in that locality. Now there is a natural law in the 
growth of villages, that the outskirts and projections are generally 
situated on the main roads entering the town. 

2nd example (border of a forest, see figs. 15 and 16). I am now 
confronting a forest; at first the edge gives me the impression of 
a straight and continuous line; I examine it more closely. At A 
and at B I find a very sensible difference in the height of the 
trees; moreover the curtain of trees at A is of a much fainter 
shade than at B. A is then undoubtedly more distant than B 
and the latter forms a decided salient. From C to D the height 
of the trees appears less; does that mean a reentrant? No, for 
their verdure is of the same hue as at B or C; besides at C and 
at D I no longer see the trunks of the trees nor the somber arch 
of the forest; moreover road R, whose summit stands out light 
and clean cut, does not at all convey the idea that it enters the 
wood at R, but rather at D, where I see a marked opening. In 
fact all things lead me to believe that the forest does not recede, 


15 


but that the ground, gently rising, forms a ridge in front. 

Let me continue my investigations. At F the height of the 
trees is again lower, but as their trunks and their coloring are 
less marked there may be assumed a reentrant here. 

From H to I the gradual lessening of the apparent height of 
the growth leaves no doubt about the existence of the salient H. 

Fully informed by these observations alone, I can make the 
topographical map of the ground shown in fig. 16. 

3d example (an apparently level plain, see fig. 17). Before 
me is a plain divided into cultivated fields, seeming to present no 
unevenness of ground; at about 600 meters there extends a line 
which crosses every field. Is it simply a line of demarcation 
between different fields, or a road, or is it a crest revealing a 
slight depression of the ground? On both sides of this line the 
light is uniform, a fact which increases my perplexity. I examine 
the orientation of the furrows on both sides, and I find that they 
are broken at sharp angles, which is rare in the case ef a simple 
boundary or a road. It appears then to be a crest, but some doubt 
exists. Following along the line to the right I perceive that it 
crosses a road, the perspective of which is also broken; toward the 
left the line traverses an orchard, where I can clearly distinguish 
the trunks of the nearer trees, hut only the tops of those more 
distant. There remains no uncertainty. It is a crest that is 
before me. 

This problem of scarcely visible crests is sometimes even more 
difficult to solve, and in certain regions well-nigh impossible. 

With these examples it is easy to understand what profit a 
soldier draws from close observation of ground, which is so 
changeable in appearance, and so varied in different parts of the 
country. Nature, always generous and inspiring in her teach¬ 
ings, is the educator par excellence. To the artist she reveals beauty, 
harmony, grandeur of form; to the soldier she will give quickness 
of eye, firmness of judgment and accuracy of decision. 

Let me quote de Brack on this subject : “In order to progress 
in the art of quick and comprehensive observation, one’s imagi¬ 
nation must be constantly alert in war, at the hunt, in move¬ 
ments afoot and on horseback”. 


PART III. 


THEORETICAL AND PRACTICAL EXECUTION OF A LANDSCAPE 
SKETCH. 

We will now proceed to the execution of a landscape sketch, 
assuming (which will not always be the case in the field) that we 
are operating in all safety, and without being limited as to time. 
But service conditions must always be kept in mind, in order 
to understand the difficulties to be overcome, to enable one to 
discuss them with himself, and to grasp clearly the different 
phases of the work. 

It is proposed as a study and as a first effort to sketch the 
landscape shown in fig. 21. 

PRELIMINARY CONSIDERATIONS. 

Examination of Ground. It is invariably by this that one 
must begin. In many cases, it will even be useful to sketch, by 
guess, a rough topographical draft (croquis) of what one per¬ 
ceives. This sketch, despite its great inaccuracies, will at least 
have the advantage of fixing one’s ideas and of affording an 
analysis of the ground observed. Let us add that this will often 
be the only record that one can secure in the course of a recon¬ 
naissance, which is an excellent reason for frequent training 
in it (fig. 18). 

We march toward the north by the road AA', and arriving at 
A, which is the summit of a ridge of average elevation, the 
position is disclosed. 

We perceive: 

In the foreground the declivities of the ridge upon which we 


17 


find ourselves; to the north they sink into a ravine which seems 
rather deep; toward the west they slope off and die away in a 
very open valley. 

In the middle distance spreads out a second ridge, the north¬ 
east extremity of which partially hides from us th£ village B, of 
which we perceive, however, the bell tower. Halfway down its 
southern slope is the castle C and its park; then several farms; 
more to the eaSfare the village E, the park F, and the river H, of 
average importance, which is crossed by a stone bridge having 
three arches. 

In the background extends a third ridge surmounted by a 
copse K, of which one discovers very clearly the outskirts; more 
to the 3&Sis a table-land, rising gradually, with several farms; 
below is a large expanse of prairie which terminates in a contrac¬ 
tion of the valley at L; finally on the other slope is a table-land 
with declivities very accentuated, on the summit of which is 
found the village M; in the distance are a succession of several 
ridges of elongated form, and a stretch of high poplars which 
seem to indicate the course of the river H. 

Discussion of Its Tactical Value. As by a glance we 
have thus analyzed and sketched, mentally, our landscape; it is 
important now to appreciate its military importance and, as far 
as possible, to localize it. 

For this we must consider a concrete case and start with a 
technical hypothesis; we have not done so before lest we compli¬ 
cate this first study, nevertheless in starting with the presumption 
that we are marching to the north, and that the enemy is before 
us, the first idea suggested by the ground that we have just taken 
in at a glance is that the points B, C, D, E, offer to the adversary 
a defensive line quite clearly defined, protected by the river H, 
and presenting as a position of subordinate defense the ridge K. 
It is here, therefore, that must be concentrated the interest of our 
drawing. 

Setting the Boundaries of the Sketch. Our purpose is 
fixed; we mijgt now mark the limits on the horizon. Limiting 
it on the wby the bell tower B, and on the #s£by the steeple 
at M, our sketch will contain all that we wish to represent. 

Choice of Point of View. It is necessary also to consider 
placing ourselves in the most advantageous position. Point A, 
where we find ourselves, will not be a bad selection; it is about 
in the center of our subject and embraces it with a suitable 


18 


angle; on the other hand, in advancing, we risk being no longer 
able to perceive the ridge K and the edge of the woods that 
cover its summit; if on the contrary we retreat, the slopes of the 
ridge C and all the sloping bank in front of the village E are 
liable to escape us. We will remain therefore at point A, where 
the only disadvantage lies in not perceiving the bottom of the 
ravine that separates us from the ridge C; but when the work is 
finished we will advance a few steps which will lead us to the 
crest of this dead angle, of which we will mention the peculiari¬ 
ties on the drawing by means of a note. 

Note. In that which concerns the site of the point of view, 
treatises on drawing advise one generally to place himself at a 
distance from the subject equal to two or three times its largest 
dimensions. We think that this rule applies particularly to 
artistic landscapes and to sites of small development; but in 
matters of military sketching, where one may record several 
views, one must not take this precept too literally; the main 
point is to clearly perceive all that one wishes to represent. As 
to the line of the horizon, the location of which is subordinate to 
that of the point of view, one can not give equally precise indi¬ 
cations; circumstances and the object proposed to oneself will 
determine, before all laws of esthetics, how it must be established; 
certain landscapes may best be represented as a bird’s eye view; 
others on the contrary may be more advantageously drawn when 
observed from a point that has but a slight command over them. 

Let us remark also that in the majority of cases the main 
interest of the subject lies in the middle distance; one must con¬ 
sider the foreground as a base accurately to establish the drawing, 
and the background in the main as an element furnishing infor¬ 
mation to determine one’s position. 

WORK OF EXECUTION. 

Our sketch has thus been sufficiently studied; we may now 
pass to its execution properly so called. 

Laying Out the Work. The first operation will consist in 
a general placing in position and a marking of all the parts. At 
the two extremities of our paper let us mark first the positions of 
the bell towers B and M, which are the lateral limits of our 
sketch; next let us establish the silhouette of poplars, P1, P 2, P 3; 
the first two have the advantage of cutting the horizon; as to the 
third, it is on the vertical prolongation of the extremity of point 
G, and of the ^^o^ - on^ -e^ of the cemetery (see fig. 21). 



We have thus divided our work into four sectors, which we 
will proceed to fill in by degrees. 

In sector 1, let us indicate the road that winds toward the 
village of B, and the elements of ridges distinctly visible. 

In sector 2, the sides of the road AA', the crossroad C and the 
four elements of roads that there join; then the wall of park C 
which faces us, and finally the three lines of crests A', C and K. 

In sector 3, which is a little larger, we will devote our attention 
to establishing as accurately as possible the bell tower of the vil¬ 
lage E, as well as the different roads abutting thereon, the lines 
of successive ridges that one perceives, the south wall of the 
cemetery and the bend of the river at L. 

Finally, in sector 4, let us indicate the wall of park F, the 
banks of the river and the bridge G, with the road that prolongs 
it; then, to terminate, the crest of the table-land M. It goes with¬ 
out saying that this preliminary work must be executed with as 
light a stroke as possible, lest we be embarrassed in the execution 
of detail which we are about to approach (fig. 19). 

Execution of Details. Returning successively to each of 
the sectors (1, 2, 3, 4), we will now draw in the different details, 
beginning preferably with the foreground. This method of pro¬ 
cedure insures very easily the placing and the accuracy of pro¬ 
portions, for the objects of the foreground, always larger and 
more simple in their lines, become very useful guiding marks 
for establishing more remote objects. In sector 2, for example, one 
will find assistance in the different vertical coincidents aa' a", 
bb' b", cc' c", dd'd" (see fig. 20). 

One must also proportion the strength of the stroke inversely 
to the remoteness of the objects which one is sketching. 

Bear firmly in the foreground ; 

Normally in the middle distance; 

Very lightly in the background; 

The lines will then have for each of the zones the relative 
textures shown in fig. 20. 

Note. In the execution of detail it is very difficult not to 
lose oneself in a mass of minufie. One should confine his 
attention strictly to what it is essential faithfully to reproduce; 
for this it is indispensable that the mind work at the same time 
as the pencil. In drawing, for instance, the village E, should one 
devote his attention to representing all its houses? Evidently 
not; what is there then of importance to take notice of here? 


20 


Its bell tower, the shape of which is clearly recognizable; the 
group of houses placed in rows one above the other the eastern 
part, which leads one to suppose that the village may extend 
beyond the ridge; its cemetery which flanks it on the west and 
which we will indicate by a very visible cross as in topography; 
finally the walls of its southern extremity, the military impor¬ 
tance of which is unquestionable (fig. 21). 

Representation of Slopes. The crest lines being already 
established, it only remains, in order to finish the drawing, to 
represent the slopes of the ground by the method previously 
indicated (curves and perspective hachures), as before propor¬ 
tioning the vigor of the stroke inversely to the distance (fig. 21). 

But contrary to the course indicated for sketching the silhou¬ 
ettes, there is advantage in beginning the representation of the 
ground in each zone with the most remote distances, disregarding 
be it understood the too distant inclines, which one can hardly 
appreciate and which are therefore sufficiently indicated by their 
crest line& 

Explanations, Notes, Putting in Ink. Considered as a 
drawing our panorama is finished; but it will gain enormously 
by the addition of some written notes in the upper margin; 
these will give the names of localities, ranges, information as to 
the practicability of the ground; in a word, all sorts of detail 
which the military sense will suggest, and which will transform 
the sketch pure and simple into a very useful reconnaissance 
record (fig. 21). 

Finally, and to end this theme, we would advise, whenever it 
is possible, that the drawings and writings be traced with ink: 
the time thus occupied is insignificant; on the other hand, one 
will thus produce a durable document of which the neat and 
strengthened drawing will inspire confidence and certainty. 

Note. Hesitation and inevitable slowness in first exercises of 
this character, executed on the spot, must not discourage the 
beginner, for these defects will disappear very quickly as he per¬ 
fects himself in the process. He will notice then that the work 
of conception is generally the key to the situation, and that the 
drawing will become relatively easy when the mind has been 
drilled thoroughly to comprehend. 


PART IV. 

APPLICATION OF THE LANDSCAPE SKETCH IN CAMPAIGN. 

Having learned to execute a landscape sketch, let us see how 
we can turn the knowledge to account in certain cases that may 
present themselves in campaign. 

Essential Principle. Never make a sketch with the sole 
aim of sketching, or of putting in evidence a personal talent, but 
employ it without fear whenever you may have the time for it, or 
the possibility, and when by this means you are able to make clear 
a description or simplify a report. 

Landscape Sketches in Connection With a Topograph¬ 
ical Sketch of an Itinerary. Such sketches are of undoubted 
value in indicating the visible horizon, when this horizon offers 
interesting peculiarities; their use is especially suggested in 
mountainous or broken country, covered and wooded, where 
level stretches are rare and isolated, and finally in regions little 
known, which one surveys for the first time, having maps incom¬ 
plete or very general (Southern Algeria, Madagascar, etc.). 

Such work is then but a succession of very brief sketches, 
which one might compare to a succession of windows opening 
upon the horizon ; they have, further., the advantage of pro¬ 
longing the record of the scene beyond topographical limits. 

Example. I sketch the itinerary of a road A B which runs 
through a wooded region, not permitting me, save at rare intervals, 
to judge the surrounding country (fig. 22). My topographic map 
thereby finds itself unfortunately limited ; I will supply the defi¬ 
ciency by landscape sketching. Arrived at C, I emerge from the 



22 


wood; on the right the horizon discloses itself and enables me 
to perceive certain marked peculiarities of the country (a stream 
of water of average importance, a bridge, several mountainous 
crests, a village with characteristic tower, a castle, and on the 
summit of an elevation, lines distinctly outlined which resem¬ 
ble strongly epaulements of a battery). It is a suitable occasion 
evidently to note what I am able to see by means of a rapid sketch. 
Shall I make a complete landscape? Certainly not, the itinerary 
is always a pressing affair; one must go far and operate quickly 
to see the utmost possible; besides the details of all these distant 
objects are useless; the essentials are their relative positions 
and the general features which permit of their recognition; 
all these can be indicated in a sketch of few strokes. This 
sketch I will establish on the same sheet with my itinerary, 
orienting the visual angle as exactly as possible with regard 
to road A B. 

A peasant passes. I stop him, and whilst drawing, I question 
him upon what I perceive. The information which he gives will 
be embodied in a legend which I will place near the sketch on 
the margin of the paper reserved for this purpose. I continue 
my itinerary; the road A B enters some woods; arrived at D, 
the scene unfolds a second time,—new perspective, new horizon; 
the moment is again opportune for executing a landscape sketch 
analogous to the preceding, in spirit as well as in composition 
(fig. 22). 

Landscape Sketches in Connection With a Reconnais¬ 
sance Itinerary. In the course of a reconnaissance of a country, 
if one encounters certain positions offering special interest, the 
study of which is necessitated by tactical considerations, there is 
great opportunity to elucidate matters by means of landscape 
sketches. 

Example (fig. 23). I belong to a column that has reached 
A, and the following day must advance toward B; the enemy 
is signalled at B', and seems to have A for objective; a chance 
battle appears likely to occur. I am charged with reconnoitering 

S >ad A B which the column must follow. I make use of a 
leaving some doubts that must be cleared away. Before 
starting I study my cRart and prepare a rough sketch upon 
which to record all my observations. I traverse the distance 
from A to B, observing attentively the country, correcting here 
and there some topographical details upon the The road 


23 


is good, well kept, and the surrounding countrv is practicable 
and rather open. Arrived at B, I gather what information I can 
concerning the enemy and I make ready to turn back. During 
the trip from A to B two peculiarities struck me: 

1. The crossing of the river R, which'we could advanta¬ 
geously dispute with the enemy; 

2. A flank position on leaving B, where the enemy, on the 
contrary, could give us combat under conditions, with respect to 
terrain, entirely to his advantage. 

These are evidently the two important discoveries resulting from 
my reconnaissance. Moreover my attention is especially drawn 
to them, since a combat is imminent for the following day. Shall 
I make this the object of a special report? No, the description 
of a country or of a position is generally complicated and diffuse, 
in consequence of its inevitable tediousness of style; besides one 
has always to fear saying too much or too little about it. 

A topographical sketch would but repeat what will be shown on 
the corrected ar£ " But landscape sketches are documents that 
can not fail to interest the commander of the troops; they illustrate 
the country as it will present itself to him and to the enemy, upon 
the hypothesis of an encounter at one of the points mentioned. 
Th i i ini[nrn i iimn T rmvTnirnjr hjr ninnnn r i f hinrlrripr ihrtrhrn 

In returning toward A, I arrive first^SU, and I consider the 
ground from the standpoint of the enemy. It is bare and exposed. 
The moreover, give^lear f y an - idea of it. Under these con¬ 

ditions my sketch will probably be more useful if executed 
inversely, that is to say facing toward point B, and in conse¬ 
quence toward the enemy. 

I stop then at a spot 0, whence I discover the position C in 
its entirety, and I begin the first sketch. This sketch will not 
be fastened, as in the preceding case, upon the leaf of the itiner¬ 
ary, but upon a special leaf which will be joined to it; it thus 
admits of a certain elaboration and demands a little breadth for 
facility of execution, nevertheless above all things one must 
operate rapidly. The sketch must indicate the different military 
peculiarities that offer interest in view of the existing tactical 
situation, since it is a case of a defensive position likely to be 
occupied by the enemy. I must in consequence show the differ¬ 
ent lines of resistance, points of support, character of flanks, etc.; 
and the whole is completed by a few notes as shown in the 
figure (fig. 24). 



24 


I then continue on my way toward A and arrive at the cross¬ 
ing of the river R, facing the second position noted. All interest 
centers upon the bank on the side of A, which dominates the 
other bank and constitutes a position that we could occupy 
advantageously to bar the passage of the enemy. From the 
point Of where I find myself, one discovers perfectly the char¬ 
acter of the position. On the other hand, the bank on B side is 
without cover; nothing there obstructs the view and the firing; 
it is therefore preferable to make the sketch from the side of B 
just as the enemy will perceive it in advancing toward A. I will 
execute this second sketch in the same spirit as the preceding 
one, that is to say, with a view to the tactical idea, which is here 
the defense of a bridge, in order to bring out such details of terrain 
as seem destined to play a role in the combat (fig. 25). Before com¬ 
pleting my work I will take care to indicate on the leaf of the 
itinerary, the orientation of my two sketches by 'means of their 
visual angles (fig. 23). In many cases one will not have the time 
needed to finish the sketches as in figures 24 and 25; for this 
reason one must begin with the most essential things from the 
military point of view; military crests, edges of woods, hedges, 
walls, rivers, banks of streams, etc. 

A sketch unfinished as to drawing, properly speaking, but 
complete as to lines of generalization {ensemble), can be retouched 
perfectly well if one has care, before leaving the terrain, to make 
a careful examination. Besides even an unfinished sketch would 
be a useful document to bring back from a reconnaissance. 

Specimen of Itinerary with Silhouettes of Landmarks, 
to Serve in Night Operations. Finding one’s way being much 
more difficult at night than by day, it is useful to represent upon 
an itinerary details of the route easily to be noted in darkness. 
One must in consequence select a nearby view-point and repro¬ 
duce the silhouettes very faithfully on the margin of the itinerary 
or of the diagram, alongside of the scale and having regard to 
distances (fig. 26). 

Specimen of Landscape Sketch for Artillery Recon¬ 
naissance. This is one of the cases where the sketch will be of 
very appreciable interest; for in giving an exact idea of the 
visible horizon, maskings and coverings of the ground, one is able 
to illustrate the value of this or that artillery position. 

For sketching one should establish himself on the line to be 
occupied by the batteries, where one will usually have as fore- 


25 


ground the crest destined to serve as screen to the guns. In 
the middle distance one should indicate dangerous localities to 
which the infantry of the enemy could penetrate under cover and, 
per contra , the positions that the support could occupy advanta¬ 
geously. The background will necessarily possess the greatest 
interest; one must sketch it distinctly and with care to a distance 
of at least 2,500 meters There should be indicated the most visible 
reference marks for firing, with estimated distances noted; the dif¬ 
ferent lines of ridges upon which the enemy could eventually 
establish his artillery; and the cover and shelter susceptible of 
concealing his march to the position of combat (fig 27). 

Sketch of Outposts. A landscape sketch accompanying a 
report on outposts will generally simplify such report and make 
it clearer; besides it will permit one to judge of the correctness of 
the dispositions made and to appreciate to a certain extent the 
strength of the lines of resistance. In consequence, whenever 
one has the time to undertake it and the horizon is adapted 
to the task, landscape sketches should be made. One shguld place 
himself, for drawing, upon the line of resistance, and when possible, 
near the site chosen for the artillery, for it is from this point that 
one will probably have the most extended view. 

One must bring out the general character of the ground; the 
exposed zones and those over which visual supervision and fire 
command are more difficult; routes of communication; and 
finally the different echelons of the outpost (grand guard, picket 
posts, special posts, etc.), as well as the successive lines upon which 
they could resist (fig. 28). 

The disposition of outposts usually admitting of a great devel¬ 
opment, the drawing will be composed of a succession of sketches 
taken sometimes from different points. One should mention 
the orientation on the topographical sketch attached to the report, 
or in its absence, upon an index map added to the landscape 
sketch sheet (fig. 29). 

Sketch With Field Glasses. Circumstances will often pre¬ 
sent themselves where the presence of the enemy forbids approach 
to positions which one wishes to observe and study close at hand. 
One can nevertheless bring back from such reconnaissance usefeil 


CtA^X. 


documents in the shape of landscape sketches, 2SSS 
of field glasses. Let us consider for example the following hypoth¬ 
esis (fig. 80): the reconnaissance of a coast has for its object the 
discovery of points fit for debarkation in view of a combined move- 



26 


ment by land and by sea near the port A; the beach B seems to 
fulfill the necessary conditions. The representative of the com¬ 
mander of the land forces, who is one of the reconnaissance party, 
must give his advice upon the tactical possibilities of the enter¬ 
prise. Among other considerations he must especially appreciate 
the value of the positions that surround the beach: 

1st, from the point of view of their accessibility and of the 
facility with which one may establish himself upon them; 

2nd, in that which concerns their defense against attack by 
the enemy, since they must constitute a first base of operations. 
This involves necessarily an attentive study of the two slopes >f 
the ridge C, and of the point D, which forms a salient where 
probably the first launches will land. To record observations 
upon this inaccessible terrain, the most practicable expedient will 
consist of a succession of landscape sketche ^pnooulcS as follows: 
execute with the naked eye a hurried sketch, and a very light 
one, of the broad lines perceptible and easy to recognize; this 
sketch (fig. 31), should be sufficiently large to contain details that 
field glasses will permit one to distinguish and that one draws in 
proportion as one sees them, beginning bv preference with those 
nearest, which serve thus to constitute a foreground (fig. 32). 

There is no denying that this style of work is very fatiguing 
to the eye and to the mind; one must limit it to what it is 
strictly necessary to note, without seeking to elaborate. On the 
other hand it is a process that may be employed in relative 
security and that enables one to bring back information which 
it is essential to obtain. The sketch of the beach B (fig. 32) 
records the following facts: 

1st, that to oppose itself to the disembarkation, the enemy 
could occupy the crest C, a commanding position which seems to 
dominate the beach; 

2nd, that quite close to the shore the assailant would be able 
to find shelter behind the farm E, the little cliff G, and the sand 
hills H, whence he could reply to the fire of the defense; that he 
would have before him a series of hedges favoring an advance hy 
bounds; that the position C seems more readily accessible toward 
its left flank, thanks to the fir plantations that are found there; 
finally, that a carriage road leads from the beach to C, a cir¬ 
cumstance that will permit a ready advance of the artillery, once 
the position is occupied. 

Such considerations evidently possess value in computing the 



27 


chances of the enterprise and a sketch will emphasize them far 
beyond the possibilities of a simple written report. 

The Hasty Sketch. r J rhe different sketches hitherto described 
and shown in the figures are entirely finished and, what is more, 
traced with ink; under such conditions they do not perhaps give 
a fair idea of the work that one can execute on the ground itself. 

A drawing in the open air is not made with the same facility 
as before a table, where one can give to the stroke all the care 
desirable, and make, strictly speaking, a topographical miniature; 
one must therefore adopt a size sufficiently large, with the reserva¬ 
tion that it be not cumbersome and be easily portable. 

Since landscape sketches extend generally in the direction of 
breadth, and since one has every advantage in being able to unite 
them, a stub notebook, from which the leaves can be easily 
detached, say 30 to 40 centimeters in length and 10 to 15 in 
height, and fastened together with a rubber band, would seem to 
fill the desired conditions. The black lead pencil, soft and easily 
controlled by the hand, giving at will a stroke firm or light, is 

>}i e . r .. the natural tool for sketching; nevertheless in certain 

cases, and to avoid confusion of the lines, there will be advantage 
in making certain indications with colored crayons; burnt sienna 
or brown for the representation of bare ground, green for vegeta¬ 
tion, blue for water, red for military lines, works, positions, etc. 

In what concerns the execution properly so called, every 
sketcher must tend to create for himself a certain number of con¬ 
ventional signs in order to abridge his work and prevent its 
becoming overloaded with detail. 

It is above all for objects of ordinary form and occurrence 
(houses, walls, farms, roads, hedges, etc.) that abbreviations have 
their greatest value, and it would really be wasting one’s time to 
draw them completely; one notes simply the characteristic ele¬ 
ments of their silhouettes. Furthermore it isnot indispensable that 
the representation of the terrain should be invariably complete and 
continuous; one will make it so at the essential and critical points, 
deferring the adjustments and the harmonizing of detail until the 
end; but for all that, one must take the trouble to observe and to 
see; for variations of the ground are not to be invented. 

In short the memory is easily developed to the recollection of 
lines and of forms, provided one observe and observe constantly; 
and a few strokes later will suffice to recall all the clearness of the 
impressions. The few sketches (fig. 33) will indicate however, 



28 


better than words, the spirit in which one must sketch to arrive 
at an execution at once rapid and correct. 

Water Color Sketching. Water colors have their use in 
military sketching when one is not hurried, and when the impor¬ 
tance of the document justifies the necessary expenditure of time. 
Its aim is not to produce a work of art, but to render more clear 
and more comprehensible a drawing carefully executed with line 
work. It goes without saying that the washing in is not done in 
the field, where one will find a more judicious use for his time in 
sketching with the pencil as careful a draft as possible. In the 
field the eye contents itself with observing the general color tones 
presented. Once returned home, after having very clearly fin¬ 
ished the pencil drawing, one may proceed to the washing in 
with flat tints, giving to each object the local tone observed 
without being too intent upon rendering faithfully the shades, 
which are, for that matter, essentially changeable, according 
to the light, the season, and the more or less advanced con¬ 
dition of the tillage. Begin with the sky, broadly suggested and 
without attempting any special effect, which would here be a 
superfluity. It is not a question of rendering a particular effect 
of light, but solely of rendering more striking a drawing whose 
greatest value lies in its line work. The hypothesis of a diffuse 
light is the most advantageous one to adopt, since this does away 
with indicating the relief of objects and the shadows they cast. 
After having executed the sky, one will pass to the background, 
which is generally of less interest and is called upon only to fur¬ 
nish the data of orientation. Here one will content himself with 
a bluish gray tint, more or less dark according to remoteness; 
this will have the advantage of bringing out well the values of 
the ridges, at the same time making them recede. 

Next come the middle distances, where one will employ 
suitable local tints, avoiding always vivid colors, which one 
must reserve for the foreground, with which the washing will 
terminate. 

After the tints are dry, go over the sketch with a pen in part 
at least in order to bring out clearly the essential details. From 
an artistic point of view it is possible that the water color will 
thereby lose, but it will certainly gain from a military point 
of view. 




















from 500 - 1000 heyonoi 1000 
Metres. 


Fig. i. 



Mingle Double 
Track . Trccck. 


Fig. 2. 





QJOO oO<4? 

Si 1 Order. 

0 $ QQ o o oil? 

Z n ~ , Order. 

OH 0 

3 J d Order. 

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Fig. 4. 




















































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t-*''- Hoad crossing at Goo 


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, // U ' - ’/.. < If” Village B at /500 
















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in had Condition. 
Average width of 
river 40m.nol 
fordahle anywhere 
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Fig. 3Z 

































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Fig. 33. 


































































DESTRUCTION OR OBSTACLES 


IN CAMPAIGN. 


BY 

MAJOR BORNECQUE. 

With 42 illustrations in the text. 
Translated from the French by 
Captain Edward Burr, Corps of Engineers, U. 


■I. Army. 


PRESS OF THE ENGINEER SCHOOL OF APPLICATION, 

WASHINGTON BARRACKS, WASHINGTON, D. C. 




No. 4, 

THE 


DESTRUCTION OF OBSTACLES 


IN CAMPAIGN. 


BY 

MAJOR BORNECQUE. 

With 42 illustrations in the text. 

Translated from the French by 
Captain Edward Burr, Corps of Engineers, U. S. Army. 


PRESS OF THE ENGINEER SCHOOL OF APPLICATION, 

WASHINGTON BARRACKS, WASHINGTON, D. C. 


1903 — 













































































































































































































CONTENTS. 


Translator’s Note..i 

Preface.. iii 

Chapter L—GENERAL REMARKS. .... 1 

Necessity and Object.. 1 

Legitimacy..1 

Things Subject to Demolition. 

Source of Authority. 

Formal Orders. - 3 

Value of Demolitions..3 

Execution.. 4 

Structures to be Destroyed. - 5 

Preliminary Steps.. 6 

Preliminary Reconnaissance. - 6 

Methods Employed.. 7 

Chapter II.—DEMOLITIONS WITHOUT EXPLOSIVES. 9 

I. HIGHWAYS.. 9 

Timber Bridges..10 

Other Bridges..10 

II. RAILROADS. .11 

Methods of Demolition. - - - 11 

Tools Necessary..11 

Methodical Demolitions. .... 11 

Rapid Demolitions..12 

Derailments..12 


CM CM 





Demolitions at Stations. - - - - - 1& 

III. TELEGRAPH LINES. .... 14 

Means Employed..14 

IV. ACCESSORY DEFENSES. ... 15 

Nullification..15 

Palisades, Fraises, Stockades and Wooden Fences. 15 

Abatis..15* 

Wire Entanglements..16 

Chevaux de Frise, Crowsfeet, Harrows, etc. - 16 

Sharpened Stakes and Military Pits. - - 16- 

V. WAR MATERIAL, WALLS, ETC. - - 16, 

War Material. -.16- 

Walls. -------- 1 T 

Houses.. 17 

VI. MISCELLANEOUS APPLIANCES. - - 17 

Derailers.. 17 

Chapter III.—EXPLOSIVES USED IN DEMOLITIONS. 19 

General Properties..19 

Explosives in General. 19 

Qualities of a Good Explosive. 20 

Fulminates. - - - - - 20 

Gun Cotton..- - 20 

Dynamites. - 20 

Melinite. - -21 

Cresylite..- 22 

Balistite, Cordite, etc..22 

Panclastites..22 

Varieties Employed..23 

Gunpowders... 23 

Comparative Values of Gunpowder and High 

Explosives..- - 23 

Chapter IV.—USE OF EXPLOSIVES, - - - 26 

In General..26 




Mines.. 26 

Systems of Mines..26 

Permanent Systems. - - - . - - 27 

Effect of Mines..27 

Calculation of Charges. .... 27 

Effects of Melinite..28 

Drilled or Bored Mines. .... 29 

Blasting..30 

METHODS OF IGNITION. .... 31 

Kinds of Charges..31 

Arrangement of Charges. .... 31 

Firing Devices. .32 

Pyrotechnic Methods. ----- 32 

Slow Fuzes.. 33 

Quick Fuzes..34 

Disadvantages..35 

ELECTRICAL METHODS. .... 35 

General Principles. -.35 

Firing Appliances..36 

Use of Various Firing Machines. - - - 38 

The Priming of Various Explosives. - - 38 

USE OF MELINITE.41 

Supply..41 

Melinite Petards..43 

Melinite Cartridges..43 

Detonation of a Petard..43 

Use of Various Explosives. - - 44 

Chapter V.—EXECUTION OF DEMOLITIONS WITH 

EXPLOSIVES. ------ 46 

Means to be Employed in Particular Instances. 46 

Loopholes..46 

Walls and Arches..47 

Isolated Walls..47 


Retaining Walls. - 

Trees and Piling. - 

Squared Timber. - 

Wrought and Cast Iron and Steel. 

Palisades and Fraises. . - 

Stockades. - 

Iron Gratings or Fences. 

Gates or Barriers. - 
Abatis. - 

Wire Entanglements. 

Telegraph Lines. - 
Artillery. - 

Improvised Obstacles. - 
Vehicles. - 

Ice. ______ 

Highways. - 

Minor Bridges. _ 

Bridges and Viaducts. 

Timber Bridges. _ 

MASONRY BRIDGES. _ 

Permanent Arrangements. 
Improvised Arrangements. 
Destruction of Piers. - 

Destruction of Abutments. 
Destruction of Arches. - 
IRON AND STEEL BRIDGES. - 
Truss Bridges. _ _ _ _ 

Suspension Bridges. 

Railroads. - 
Rails. - _ 

Track Demolitions. _ _ _ 

Foreign Railroads. 

Demolition of a Length of Track. 


50 

51 

52 

52 

53 

53 

53 

53 

54 

54 

55 

55 

55 

55 

5G 

56 

57 

58 

58 

59 

59 

60 

60 

61 

62 

63 

63 

64 

65 

65 

66 

66 

67 



Cross Ties. _ - _ _ _ _ _ 67 

Special Points. ______ 67 

Rolling Stock, etc. ------- 68 

General Remarks upon the Destruction of Rail¬ 
roads. - 69 

Tunnels. - - - _ _ _ 70 

Houses. _______ 70 

Field Works. ------- 71 

Infernal Machines. _____ 72 

Works for the Improvement of Navigation - 72 

Automatic Mine. ------ 72 

Chapter VI.—CONCLUSION. _____ 74 

The Importance of Demolitions. - 74 

Practical Knowledge. - - - - - 75 

Distinctions to be Made as to Demolitions. - 75 




























































. 










TRANSLATOR’S NOTE. 


Major Bornecque’s monograph deals, as he states, with the 
subject of Demolitions or the Destruction of Obstacles in Cam¬ 
paign only in their relation to the work of tactical troops, mainly 
the infantry and cavalry, and intentionally omits serious treat¬ 
ment of the more systematic and extensive operations of technical 
troops, the engineers, along the same lines. It contains, however, 
some considerations that are worthy the attention of all officers 
and warrant its printing in English although in many respects 
his treatment of the subject is sketchy. 

The material and methods described are those of the French 
land forces and among the former appears melinite as the high 
explosive adopted for all uses in the field for which black powder 
is not suitable. Melinite is supplied to the troops in cylindrical 
and rectangular cartridges inclosed in metal cases. The former 
are called cartouches or cartridges; and the latter are known as 
petards , and this word has been retained in the translation for 
want of a better one distinctive from cartridge. The petard form 
is distributed to all regiments of infantry and cavalry in quanti¬ 
ties that will be found in the text. 

Little information is given regarding melinite outside o f the 
makeup of the cartridges and petards and the methods and quan¬ 
tities to be employed in various demolitions. It is, however, 
stated that dynamite (presumably dynamite No. 1), may be sub¬ 
stituted for melinite and is equally powerful weight for weight 
although of less density and therefore of greater bulk than the 
latter. For reasons other than their relative strengths, melinite 


11 


TRANSLATORS NOTE. 


has replaced dynamite in the French army and, assuming them 
to be of equal strength as stated in the text, all of the statements 
as to weights of charges may be considered as applying to dyna¬ 
mite No. 1. 

For the convenience of the reader, all formulas and quantities 
have been transposed from the metric to the English system of 
units. In all instances the transposition is no more exact than 
the circumstances appear to warrant. 

Washington Barracks, D. C., 

August, 1902. 


PREFACE. 


It is certain that in future wars, even more than in the past, 
endeavors will be made by every possible means to prevent or 
delay the march of the enemy’s troops by throwing obstacles in 
their way and by cutting such lines of communication as they 
might use. 

In order to reach the objective it will therefore be necessary 
to overcome or destroy obstructions to the movements of troops 
and to re-establish the continuity of highways and railroads in 
the most rapid and practical manner. 

Troops of all arms may now be actually employed in demo¬ 
litions during a campaign. Detailed and accurate instructions 
have, moreover, been furnished all troops upon the methods to 
be used in the destruction of obstacles by means of explosives or 
their removal without resort to the latter. 

These instructions are, however, peculiar to each arm of the 
service and include only what is of interest to each. It frequently 
happens that the commander of a separate party, such as a recon¬ 
naissance or an advance guard, has under his orders troops of 
different arms and encounters obstacles whose destruction requires 
all the means at his disposal while at the same time he may not 
have at hand an engineer officer to take charge of placing and 
firing them. 

It is therefore desirable that all officers who may have the 
command of such detachments should be thoroughly acquainted 
with the means at his disposal for destroying obstacles as well as 
the methods of using them, particularly as time is short under 



IV 


PREFACE 


such circumstances and he must act quickly and intelligently. 

We have thought it useful, therefore, to gather into a small 
volume everything relating to demolitions in campaign. While 
indicating the work peculiar to each arm of the service and tak¬ 
ing fully into account the theoretical and practical considerations 
relating to each, it nevertheless appears indispensable that all 
officers should know the extent of the cooperation to be expected 
from other arms or that can be given to engineer troops if any 
are available. 

In other words, it is desired to place all detachment com¬ 
manders, who may find their progress stopped by an unexpected 
obstacle, in a position to solve a problem such as the following: 
given certain tools, explosives, and men and a certain amount of 
time for the destruction of an obstacle that prevents the advance 
of the army, what shall be done to obtain the best results? 

No hesitation has been felt in going into the subject exten¬ 
sively and while not treating it completely, especially as to the 
special duties of the engineers, an attempt has been made to give 
a fair knowledge of all cases that may arise in the field and of 
the means to be used to overcome them. 


THE 


DESTRUCTION OF OBSTACLES j 

m CAMPAIGN. 


CHAPTER I. 

GENERAL REMARKS. 

NECESSITY AND OBJECT. 

An army in the field often finds it necessary, when in the 
presence of the enemy, to carry out many demolitions in its own 
territory as well as that of the enemy. 

Indeed, an army may find it necessary— 

1. To delay the advance of the enemy by interrupting or 
partially destroying such lines of communication as he might use. 

2. To remove obstacles that interfere with the movement or 
the fire of its own troops. 

3. To avoid leaving in the hands of the enemy either mate¬ 
rials or supplies that can not be carried away nor used under the 
conditions to be found after its withdrawal but that might be of 
use to the enemy. 


LEGITIMACY. 

In time of war it is hardly possible to limit the rights of the 
victor or to discuss the legitimacy of the measures taken by the 
vanquished for the defense of the country. It is generally ad¬ 
mitted, however, that the only permissable demolitions are those 
required bv military necessities. 

But it is difficult to define accurately the scope of this phrase, 
of which the interested parties are themselves the judges. It 
seems, however, that a priori, all measures should be excluded 
that have for their object only the spreading of terror among the 
people and of making reprisals for defeats or checks that have 
been suffered. 



2 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


THINGS SUBJECT TO DEMOLITION. 

When acting in good faith, demolitions should be limited to 
those that harm the belligerents and have a direct relation to a 
definite operation of war, as was stated above. 

From this point of view a study should be made ol the 
methods to be employed for the destruction of highways, rail¬ 
ways, all lines of communication, materials that would facilitate 
the enemy’s movements and places, minor defenses, walls and 
other things that would interfere with the movement of our own 
troops. 


SOURCE OF AUTHORITY. 

As the extensive destruction of lines of communication has a 
considerable influence on the operations of armies from both the 
strategic and the tactical point of view, it is generally admitted 
that the only judge of the nature and extent of such demolitions, 
must be the military commander who alone can be held to 
account for the resulting consequences. So far as concerns rail¬ 
roads, the rule is absolute that bridges, viaducts and culverts are 
not to be destroyed or rendered unserviceable without the formal 
written order of the commander-in-chief of the army or of the 
generals to whom he has specifically delegated such authority. 

The decision in such cases depends much on circumstances 
and prospective movements—whether it is intended to take the 
offensive or beat a retreat, etc. Above all, it is always necessary 
to consider carefully the extent and importance of demolitions 
both as to their immediate results and as to their possible future 
effects upon the army causing them. 

Indeed, the ill-timed or premature destruction of a highway, 
railroad, and especially of a bridge, may deprive an army of a 
valuable means of passage and have extremely serious conse¬ 
quences, resulting, under certain conditions, in cutting off the 
retreat of many troops (bridge of Lindenau, over the Elster. at 
the battle of Leipzig). During the war of 1870, there were 
destroyed precipitately and often without discrimination, many 
bridges, viaducts and tunnels which, if left intact, would have 
proved very useful in subsequent operations. 


GENERAL REMARKS. 


3 


On the contrary, the commander-in-chief who fails to have 
made in time such demolitions as are necessary, furnishes the 
enemy with an easier way of reaching him and thus deprives 
himself sometimes of a chance for success (bridges over the 
Mozelle above Metz, bridge of Donchery over the Meuse, and the 
Saverne tunnel, in 1870). 

On railroads and highways the destruction of bridges, viaducts 
and culverts can alone have serious results, and it is necessary 
that measures preparatory to their demolition should be taken in 
time of peace if such demolition is to be effective at the opportune 
moment. As the repair of such structures is difficult and expen¬ 
sive, requiring much time, their destruction in a friendly country 
should be resorted to only in cases of absolute necessity. 

FORMAL ORDERS. 

Orders for the destruction of railroads should always state— 

1. The exact location, character and extent of the demolition. 

2. The minimum time for which the road is to be rendered 
impassable. 

To meet the latter requirement, the officer charged with the 
duty should seek out such structures upon the line to be cut as 
will, by their destruction, prevent the re-opening of traffic over the 
road within the specified time. It is equally essential that these 
orders shall state the time allowed for making such demolitions, 
in order that they shall certainly be effected within the desired 
time. 


VALUE OF DEMOLITIONS. 

The value of demo lit ions does not depend solely upon the char¬ 
acter of the works destroyed and varies with the local conditions. 

Thus, the destruction of a tunnel or an important bridge is of 
more or less value depending upon the necessity of repairing it 
in order to re-establish communication and the possibility of 
passing around it by means of a detour. 

The suspension of traffic by the destruction of roadbeds, turn¬ 
outs, crossings and bridges with a span less than 10 or 12 meters 
[33 to 39 feet], is usually of short duration. 


4 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


On the other hand, the destruction of pumps, water pipes, 
bridges and viaducts of spans greater than 12 meters, high 
embankments and deep cuts in bad ground, may make necessary 
extensive repairs, covering time enough to serve one’s purpose, 
and the destruction of unusually long bridges and tunnels may 
close a road for a very long time. 

EXECUTION. 

Demolitions may have to he carried on in the presence and 
under the fire of the enemy or at a distance from him, depend¬ 
ing upon circumstances. 

In the latter case, the cavalry may be charged with the most 
urgent demolitions and those that will not permit of delay, par¬ 
ticularly during the period of mobilization and upon lines useful 
to the enemy for concentrating his troops. This may also be the 
case in the attack of a fortified place in order to cut its lines of 
communication preliminary to its investment. 

Infantry will, in general, be required to carry out only such 
hasty demolitions as the opening of breaches, the removal of 
obstacles, the disabling of war material, artillery and railroads 
and the destruction of telegraph lines and bridges of minor 
importance. 

It is possible also by rapid movements to make demolitions 
which, while of minor importance, will nevertheless greatly dis¬ 
organize the transport service and lines of communication in 
rear of an army. Bicyclists may be advantageously used for 
work of this character. 

Demolitions may therefore be made by troops of all arms, 
within the limits of the means at their disposal, but those just 
mentioned, particularly such as are hastily executed, can not be very 
extensive or of lasting importance in view of the fact that but a smal 1 
amount of explosive (melinite) is carried by the troops referred to. 

But when demolitions of importance are undertaken at a con¬ 
siderable distance from the enemy and in all cases where serious 
breaks, requiring much work and large quantities of explosives, 
are to be made in lines of communication, whether at a distance 
or in the presence and under the fire of the enemy, the work 
devolves upon engineer troops. Indeed, these troops alone are 


GENERAL REMARKS. 


5 


equipped with the necessary tools and explosives, and have the 
training and ability requisite to secure success with certainty 
under the given conditions and within the desired time. 

It is generally preferable to employ technical troops for demo¬ 
litions whenever such troops are available as the use of explosives, 
in particular, requires much experience. If they are entrusted 
to inexperienced men, there is great danger of accidents and of 
failure, the consequences of which should be avoided as much as 
possible. 

The destruction of tracks and bridges has been re-transferred 
to the officers of the railroad service, to be accomplished either 
by the troops of that service or by any others available for the 
purpose (Art. 54 of the Decree of November 19,1889). 

An order for the demolition of works should in every case be 
carried out at all hazards, even though it should require a work¬ 
ing party that seems entirely out of proportion to the immediate 
results obtained. Failure to execute rapidly and energetically 
the order given after the b ittle of Froeschwilier for blowing up 
the Arschwilier tunnel, resulted in the railroad line between 
Strasbourg and Paris not being broken at that point, although 
a break would have materially increased the difficulty of pro¬ 
visioning the German army from its base. Indeed, the steps 
taken for the execution of this order were not carried out rapidly 
enough to prevent the occupation of the tunnel by the Germans 
before the arrival of the French. 

STRUCTURES TO BE DESTROYED. 

In a general way, as has been stated above, structures of 
importance (bridges, tunnels, etc.), are destroyed if serious dam¬ 
age and the longest possible interruption of traffic is desired. 

In obstructing highways, cuts should be made at the highest 
points of embankments and at low places where the cuts can 
perhaps be flooded, in order to make repairs slower and more 
difficult. 

It is always preferable, in damaging railroads, to select such 
points as curves, junctions, high embankments, deep cuts, via¬ 
ducts, tunnels, important stations and, in general, localities where 
the greatest injury can be done. 


G THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 

Strategical and tactical conditions may, however, be such as 
to require that lines of communication shall be destroyed only 
partially and in such a manner as to permit of their restoration 
in a ver\ T short time. In such cases the general rules laid down 
above should be followed and the extent of the damage should 
be varied to suit the strategical and tactical conditions that 
lead to it. 


PRELIMINARY STEPS. 

Telegraphic communications should be cut before commencing 
work to prevent the enemy gaining any knowledge of the under¬ 
taking. 

In operating on railroads, irrespective of the damage to be 
done, all traffic should be interrupted at a distance of 500 or GOO 
meters on each side of the selected point by removing a few rails 
or by stationing men to signal all trains. In all cases the neces¬ 
sary military precautions must be taken to secure the working 
party from attack. 

It seems needless to remark that parties assigned to the work 
of demolition should be organized with great care both as to per¬ 
sonnel and materiel. 

/ 

PRELIMINARY RECONNAISSANCE. 

Whenever necessary or possible, the actual operation should 
be preceded by a reconnaissance made as carefully as circum¬ 
stances will permit for the purpose of ascertaining exactly what 
means, both of men and material, will be required. 

By acting too hastily in some cases, particularly in the demo¬ 
lition of bridges, there is danger either of using too large a quan¬ 
tity of explosive or of obtaining incomplete results. It is better, 
however, to use an overcharge than to take any chance of an 
undercharge. 

It is unnecessary to refer here to the technical examination 
that should first of all be made of an extensive structure by the 
officer assigned to its demolition and given a fixed time to carry 
out the work. In this case the object of the examination is to 
determine the number and character of the charges to be employed, 
to locate the chambers for them and to ascertain what means must 


GEN E HAL K P:M A K K S. 


7 


be provider! to execute the work, taking into account the resources 
of the locality. It is particularly necessary that this officer should 
be able to recognize .conditions under which the projected work 
would have no useful result. 

Examinations of this character require special training and 
can properly be made only by engineer officers. 

mp:thods employed. 

Demolitions may be made by mechanical means, using ordi¬ 
nary trenching or wrecking tools, but such work requires consid¬ 
erable time for accomplishing any serious damage and can not be 
done in the presence of the enemy. Resort must therefore be had 
to explosives for rapid work under fire or in the vicinity of the 
enemy and with much less exposure of the men engaged. 

The general rule is to use ordinary tools always for certain 
kinds of demolitions. Thus, small trees and telegraph poles 
should always be felled with the jointed saw. Explosives should 
be used for felling trees of a diameter greater than .3 meters 
only when there is not time to do the work with the saw or axe. 

Artillery may also be used for demolitions but it is a well 
established fact that much time and an excessive expenditure of 
ammunition are necessary to so reduce the accessory works and 
other obstacles of the defense as to render them incapable of 
resisting an assault. Moreover, artillery has no appreciable effect 
upon other works such as heavy masonry bridges. 

It sometimes happens that means are not immediately avail¬ 
able for such a complete demolition as is desirable. This should 
not, however, interfere with the execution first of such damage as 
is possible with the means at hand in order to at least delay the 
passage of the enemy for some time while bringing up or await¬ 
ing the arrival of the facilities for completing the work. 

Fire may also be used to destroy harvests, houses and wooden 
bridges, but it should be resorted to only in special cases and 
under particular conditions. 

Since engineer troops receive thorough theoretical and practi¬ 
cal training in carrying out demolitions, the subject will be given 
consideration more from the point of view of the work of infantry 
and cavalry. 


8 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


Nevertheless, it seems useful and necessary to consider in a 
general way the methods employed by technical troops in order 
that, should the occasion arise, tactical troops may be able to 
understand the situation and be in a position to cooperate with 
the former. Above all we can not recommend too strongly that 
infantry and cavalry be given practical training in the prelimi¬ 
nary operations of those forms of demolition that they will have 
to execute hastily. Only when men are thoroughly trained in 
these details, which can be done without expense, and have been 
repeatedly drilled in the work, can they successfully execute 
demolitions with the amount of explosive allowed to each corps 
and that would otherwise be insufficient. 


DEMOLITIONS WITHOUT EXPLOSIVES. 


9 


CHAPTER II. 

DEMOLITIONS WITHOUT EXPLOSIVES. 

I. HIGHWAYS. 

When it is necessary to obstruct a highway or road without 
the use of explosives the end can be accomplished most readily 
by inundations, abatis, throwing down slopes and destroying 
bridges. 

By flooding , when possible, the lower parts of a road an obsta¬ 
cle is obtained of varying importance depending upon local con¬ 
ditions but this obstacle should always be utilized whenever cir¬ 
cumstances permit. 

When a road passes through a forest or is bordered by large 
trees, it may be rendered impassable by felling the trees on both 
sides so that they fall across each other over a considerable dis¬ 
tance (several kilometers), care being exercised to leave the trunks 
of the trees attached to the stumps. 

A considerable obstacle may also be produced by barricading 
a road with heavily loaded wagons and other similar objects that 
may be collected and confusedly heaped together at a suitable 
point. The burning of houses along a narrow street that can not 
be avoided will also cause some delay. 

Simple trenches will only cause a temporary interruption of 
traffic, of perhaps a few hours, unless it has been possible to make 
them large and numerous before the arrival of the enemy. They 
should, however, always be made, in default of better obstacles, and 
if a suitable locality is selected communication may be suspended 
for a period sufficiently long to permit of bringing up explosives 
or of carrying out large demolitions in the rear. Interruptions of 
this character, which can be made with ordinary tools and can be 


10 THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 

readily repaired for our own use of the road, can not fail, if fre¬ 
quently repeated, to require some time in repairs by the enemy, par¬ 
ticularly as it is often possible to hinder such repairs by our own fire. 

Trenches in cuts should be made at the high points of embank¬ 
ments and in low places where they can be flooded. They should 
be distributed from point to point along the road and are usually 
from 5 to 10 meters [16 to 32 feet] wide and 3 to 5 meters [10 to 
16 feet] deep, the earth being scattered as much as possible in 
order to increase the difficulty of refilling them. Twenty men 
provided with picks and shovels can, in five hours, dig a trench 
4.5 meters [15 feet] wide at the top and 3 meters [10 feet] deep 
across a road 8 to 10 meters [26 to 32 feet] wide. 

It is evident that much time and work are necessary to accom¬ 
plish serious damage in this maimer and resort should preferably 
be had to a mine. 

When the road is on a hillside, landslides or slips may be pro¬ 
duced on each side of the road. The side slopes of deep cuts may 
be thrown down and the road interrupted for some distance but 
this method requires much time and is of value only when it is 
not possible to go around the obstruction. 

TIMBER BRIDGES. 

Timber bridges may be burned as it will usually require too 
much time to demolish them. For this purpose petroleum or tar 
should be sprinkled on the principal truss members or inflammable 
material should be securely fastened to them or placed upon the 
flooring, so as to certainly burn the principal wooden members. 
Fire is moreover, the best means of destroying timber bridges 
since all the pieces that are reached by the flames are useless 
for repairs. 

OTHER BRIDGES. 

Ponton bridges may either be burned by placing inflam¬ 
mable material in the boats, or sunk by loading them with 
stone after making holes in their bottoms and breaking the 
roadway, cutting the anchor cables as the bridge sinks. 

The cables of suspension bridges may be cut with an axe or 
cold chisel. Masonry and iron bridges can be destroyed only by 
explosives. 


DEMOLITIONS WITHOUT EXPLOSIVES. 


11 


II. RAILROADS. 

METHODS OF DEMOLITION. 

If explosives are not at hand or if there is plenty of time, 
railroads may be obstructed for some hours, and often for several 
days, bv damages that will either cause the wreck of a train or 
suspend traffic over the line. 

Damage may be done either to the track, stations or rolling 
stock. Damages to the track, especially to important bridges, 
are the most serious but no sort of damage should be omitted. 
Demolitions at stations are also of importance as they affect the 
parts of the track and materiel that are most difficult of replace¬ 
ment. According as more or less time and means are available, 
the work becomes either a methodical demolition or is confined 
merely to hastily cutting the line and interrupting traffic. 

TOOLS NECESSARY. 

In all cases, in addition to the picks and shovels necessary for 
uncovering the ties, the men should be provided with special tools 
that may be obtained from the stations or requisitioned from the 
inhabitants. The most necessary tools for such work are com¬ 
mon or monkey wrenches for removing fish-plate bolts; socket 
wrenches for removing chair bolts; spike-mauls; claw bars; ham¬ 
mers and sledges; cold chisels and axes. 

METHODICAL DEMOLITIONS. 

Demolitions of this character are of value only when they extend 
over a considerable length of track and include both lines of a dou- 
dle track road. Moreover, it is generally better to cut the line in 
two places than to concentrate all the work at one point. 

Curves, high embankments, viaducts, tunnels and deep cuts 
should be selected as the points for destroying the track. 

Rails may be torn up in two ways, depending on the system 
followed in building the road. Switches are destroyed by taking 
them apart. When the rails are double-headed the wedges are 
driven out with a hammer and the rail may he forced from the 
chair by using the claw-bar as a lever. Or preferably, the exter¬ 
nal jaw of the chair may be broken by striking it with a sledge, 
perpendicular to the rail, which can then be easily withdrawn. 


12 


'! HE DESTRUCTION OF OBST\CLES IN CAMPAIGN. 


If the rails are tee-headed the fish-bolts are removed with a 
wrench or broken with a hammer. A hole is then dug in the bal¬ 
last to uncover the rail bolts which are then drawn out with the 
claw-bar or broken off. When this work is completed the rails 
are lifted out, using one man per linear meter. 

If the material can be carried off the enemy is prevented from 
re-using it and, at the same time, it may be of use to the destroyers. 

One hundred fifty men and a train of 25 cars are required for 
tearing up and loading one kilometer [3280 feet] of track per hour 

If the material is not to be removed, the ties are torn up, 
placed in a pile and burned after the rails have been removed. 
The rails are rendered useless by heating them over a fire so that 
they will bend of their own weight or, after heating them, they 
are thrown down the slope, if the track is on an embankment. 
They may also be either buried in the ground or sunk under water. 

RAPID DEMOLITIONS. 

To make a quick cut in a line, a rail is removed from each 
end of the section to be destroyed and the ballast is removed 
from the ties. A number of men, placed all on one side of the 
track, then take hold of the rail and the ends of the ties and turn 
the section upside down. An embankment should be selected for 
this work and the track thrown down the slope. 

A hasty obstruction may be made by removing the fish-plates 
from two joints opposite each other and then shifting the two ends 
of the track laterally in opposite directions. Switches are des¬ 
troyed by breaking the lighter parts and especially the operating 
levers and stands. 


DERAILMENTS. 

For the derailment of a train a point should be selected in a 
deep cut at a distance from a station. Derailments may be accom¬ 
plished in various wavs. 

1. If pressed for time, it will be sufficient to remove the chair 
wedges or the outside bolts of T rails for a distance of about 
50 meters. The same result may be obtained by sawing or cut¬ 
ting in two the cross-ties or by breaking off with a sledge the heads 
of the spikes for a distance of at least 10 meters. On a tangent 


DEMOLITIONS WITHOUT EXPLOSIVES. 


13 


the transverse oscillations of the train may cause the overturning 
of the rail but it is better to make the derailment certain by spread¬ 
ing the rails 

2. The track may be obstructed in a deep cut on a curve, in 
order to stop a train at night, by heaping up fallen trees, timbers, 
and masses or large blocks of stone covering a space of at least 
3 meters to a depth of about 1 meter. 

3. The surest way of causing derailment is to make a false or 
derailing switch on the main line as shown in Fig. 1, Plate I. To 
do this the upper layer of ballast is removed from the track for a 
rail’s length and two opposite joints are disconnected in the track 
upon which the train is expected. The disconnected length of 
track is then swung out of line laterally about .3 meters [12 inches], 
pivoting upon the two adjacent joints, and the ballast is replaced 
in order to leave as little trace as possible of the work. 

When the road is double tracked, the party should be acquai nted 
with the directions in which trains are run in order to so locate the 
work that no disturbance of the parallel track will be noticeable 
before the train reaches the point of derailment. (Fig 2, Plate I). 

4. The removal of a rail may be sufficient and is quick and 
easy of execution but it is not certain in results on account of the 
visibility of the break. 

5 Mines or fougasses, to be exploded by the passage of the 
train, may he used. 


DEMOLITIONS AT STATIONS. 

At stations the switches are broken by removing the bolts that 
secure the levers to the stands and movable rails; the mechanism 
of signal towers is destroyed; the gearing of turntables is bent or 
broken ; and the essential \ arts of the water supply are removed 
or broken. 

A locomotive may be disabled by breaking or dismantling 
the feed-water connections and injectors and by disabling the con¬ 
necting rods and cylinders, bearing in mind that these parts are 
in duplicate and that both sets should be destroyed. To do more 
serious damage, the fire box is burned bv forcing the fire with¬ 
out filling the boiler or after opening the blow-off valve located 
under the cylindrical part of the boiler. 


14 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


To render a tender unserviceable the stem of the feed-water 
valve is removed or broken. It should not be forgotten that 
each tender is supplied with a set of tools including jackscrews. 
monkey-wrenches, miscellaneous wrenches for the nuts on con¬ 
necting rods, cylinders and injectors, sledges, hammers, etc.; and 
that these tools can be advantageously used for demolitions. 

Water tanks and all the appliances used for supplying water 
to engines, are destroyed as completely as possible, since a rail¬ 
road is rendered useless when the locomotives can not be sup¬ 
plied with water. 

The destruction in railroad yards may be completed b v burning 
the rolling stock that can not be removed, as well ns all stores of 
coal, grease and oil, etc. The burning of stations should not, how¬ 
ever, be permitted since no military advantage is gained thereby. 

It is, moreover, generally useless to destroy rolling stock. It 
is sufficient to carry off or destroy the more fragile parts and par¬ 
ticularly those parts that are most difficult to replace or assemble. 

Ill TELEGRAPH LINES. 

MEANS EMPLOYED 

Iron nippers, cutting pliers, picks and shovels, are the only 
tools necessary for the destruction of telegraph lines. At stations 
the instruments are removed or broken, the batteries are broken 
and the records, including copies of messages, are seized. 

Along the line, wooden poles are felled with an axe or saw, 
preferably around curves. Iron poles are dug up and thrown 
down. The wire is then cut with axes or pliers and removed 
as far as possible. The insulators should also be broken. 

If the line is underground, it will usually be found under one 
of the footpaths or just outside the ends of the cross-ties and at 
no great depth—1 meter. A few transverse trenches will locate 
it. The cable is cut with a carpenter’s axe as it is of considerable 
size (Fig. 3, Plate I). 

To produce a temporary interruption all the wires may be 
connected together by another that is grounded in the earth. 

This may be very quickly done but it permits of the easy 
reestablishment of communication. 


DEMOLITIONS WITHOUT EXPLOSIVES. 


15 


IV. ACCESSORY DEFENSES. 

NULLIFICATION. 

It is sometimes more advantageous to nullify than to destroy 
certain obstacles, especially those that form accessory defenses 
such as abatis, sharpened stakes, wire entanglements, military 
pits, fougasses, etc. 

Indeed, the work necessary for their destruction, while very 
simple, requires considerable time and is very deadly as it must 
be executed under the rapid and effective fire of the defense. 
Therefore, it will often be better to overcome such obstacles as 
sharpened stakes, harrows, abatis, crowsfeet, etc., by covering them 
with boards, hurdles, fascines, and bundles of straw or grass. It 
is true that a large quantity of these materials would be required 
to render passable a zone of such obstacles of any considerable 
width and length but troops should be trained to use this expedi¬ 
tious method if sufficient means are available for practice. 

Fougasses and mines may be passed by on one side or the 
enemy may be induced to fire them by simulating an attack. If 
the presence of automatic mines is feared, the ground should be 
beaten by men with long poles or, better still, a number of 
animals should be driven over the ground in front. 

PALISADES, FRAISES, STOCKADES AND WOODEN FENCES. 

Too much time would generally be required to uproot the 
posts of palisades and various stockades but breaches may be 
made with sufficient rapidity by breaking down with axes and 
picks the planking or the posts and crosspieces that support it. 
Breaches may also be made with saws unless it seems preferable 
to throw down the posts with bars or ropes after having loosened 
the earth around their butts. 

It is, however, more expeditious to use explosives in all cases. 

A BAITS. 

After withdrawing the stakes that fasten the abatis together 
and to the ground, these obstacles may be removed either by 
hand or with the aid of ropes. A passage may also be made by 
cutting out the most troublesome branches with axes. 


10 THE DESTRUCI ION OF OBSTACLES IN CAMPAIGN 

WIRE ENTANGLEMENTS. 

The simplest method is to cut the wires with nippers or pliers. 
They may also be cut with axes and bill-hooks where wrapped 
around the posts but this method of demolition requires much 
more time than the former. Good results can not be had by 
merely uprooting the posts. 

The wire must be supported on a block of hard wood if the 
cutting is to be done with an axe or bill-hook. 

CHEVAUX DE FRISE, CROWSFEET, HARLOWS, ETC. 

Chevaux de frise may simply be disconnected and removed or 
the pikes may be cut with an axe. Crowsfeet are swept up or 
gathered by hand. 

Ordinary harrows, planks armed with nails and other obsta¬ 
cles of this character are removed after breaking their fastenings 
with bars, axes, etc. 

SHARPENED STAKES AND MILITARY PITS. 

As too much time would be required to uproot sharpened 
stakes with picks and crowbars, it is better to overcome them 
with a covering of hurdles or hay. They may, however, be cut 
off with axes or broken down with axes, picks, hammers, etc. 

Military pits are made passable by covering them with hurdles, 
planks, gates, etc. It is, moreover, easy to cross them without any 
preparation if the artillery has even slightly disturbed the ground 
where they have been placed. 

V. WAR MATERIAL, WALLS, ETC. 

WAII MATERIAL. 

To disable cannon the breach blocks or their most important 
parts should be carried off or destroyed. The sights, both on the 
gun and its carriage, are also destroyed. 

A gun may be spiked by driving into the vent a conical or 
pyramidal nail .2 meters long, .1 meter at the large end and 
.05 meters at the small end. This nail should be driven as far 
as possible and the two ends then clinched or upset. 


DEMOLITIONS WITHOUT EXPLOSIVES. 


17 


WALLS. 

Walls may be leveled by the tools ordinarily used for demo¬ 
litions such as picks, etc. When tools are not available, a wall 
may be overthrown by using a heavy beam suspended horizon¬ 
tally above the ground from an extemporized gin or tripod com¬ 
posed of three poles lashed together at the top. This forms a 
kind of battering ram that, when swung perpendicular to the 
wall, will knock it down. If the wall is not very substantial 
it may be thrown down bv the simultaneous rocking efforts of a 
number of men, using their right shoulders. 

houses. 

One of the commonest methods used in war is by fire, using 
petroleum or other inflammable material. This method is never 
permitted excepting for isolated houses or groups of houses. The 
successive demolition of the walls of a house requires too much time. 

VI. MISCELLANEOUS APPLIANCES. 

DERA1LERS. 

An Italian inventor, Mr. Pascoli, has devised an appliance 
that is designed to interrupt traffic on a railroad without destroy¬ 
ing the track. This appliance is simply a derailer (Fig. 4, Plate II), 
which, when placed astride upon the head of the rail, furnishes the 
tread of the wheel an inclined path 1 and the flange a groove R that 
carries it gradually towards the outside of the track; that is, in 
the direction that will not be resisted by the flange of the other 
wheel on the same axle. The disarrangement of the derailer is 
prevented either by the wooden wedges C or by giving a suitable 
inclination to one of the legs G so as to support it from one of the 
cross-ties. The derailer of steel has a height above the rail of 
.1 meters [4 inches], in order to pass under the wheel guards,and 
weighs 12 kilograms [26.5 lbs.]. It is easily carried in a belt 
with its wedges. 

The setting of the derailer can be done so quickly that a man 
can put it in place immediately before the arrival of the train 
and thus avoid detection by the track inspectors. Moreover 


18 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


with the ordinary locomotive headlight, the engineer can not 
detect the derailer at a distance of more than 40 meters, a dis¬ 
tance that is insufficient for stopping a train having a speed of 
even 25 kilometers an hour. 


EXPLOSIVES USED IN DEMOLITIONS. 


19 


CHAPTER III. 

EXPLOSIVES USED IN DEMOLITIONS. 

GENERAL PROPERTIES. 

Explosive substances have the property of decomposing sud¬ 
denly from shock or from their reactions upon each other, liberat¬ 
ing an enormous quantity of gases at a high temperature. 

This phenomenon, which is called explosion , results in giving 
to the gases very high pressures, productive of violent mechanical 
effects that are used for demolitions in campaign. Such agents 
have therefore the advantage of developing great explosive powers 
with a minimum of weight and volume. 

EXPLOSIVES IN GENERAL. 

Explosive compounds are usually of organic composition and, 
like the substances composing them, are grouped into two series, 
the fatty series and the aromatic series. 

The fatty series of organic compounds includes the hydro¬ 
carbons, saturated or not, that produce the following explo¬ 
sives, viz:— 

Fulminates, gun cottons, nitro-glvcerine, dynamites, etc. 

The aromatic series, of which the hydro-carbon, benzene, is 
so to speak, the base, furnishes the explosives picric acid and the 
picrates (melinite, cresylite, etc.), and the panclastites. 

In general, the explosives of the fatty series contain more 
oxygen than is necessary for the oxidation of their combustible 
elements while the hydro-carbons of the aromatic series are not 
saturated, and have always an excess of carbon, making it there¬ 
fore difficult to be certain of the manner of their decomposition. 


20 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


QUALITIES OF A GOOD EXPLOSIVE. 

The qualities required in a good military explosive are:— 

1. Permanence for an almost indefinite period. 

2. Safety in manipulation and transportation. 

3. Insensibility to shocks, particularly from projectiles. 


FULMINATES. 

The fulminates may be considered as derivatives of fulminic 
acid which lias not yet been obtained in a separate form but in 
which the hydrogen is replaced bv a metal. There will be con¬ 
sidered here only the fulminate of mercury which, on account of 
its being detonated by shock, is used in the manufacture of caps, 
fuzes and detonators for other explosives, thus permitting the 
latter to be placed in a resisting envelop. 

Fulminate of mercury is too violent in its action and corrodes 
excessively the metal of receptacles containing it. This explosive 
is therefore mixed with sulphide of antimony and saltpetre (for 
rifle caps) or with chlorate of potash (for revolver caps) to moder¬ 
ate its effects. 


GUN COTTON. 

Gun cotton is obtained by the action of concentrated nitric 
acid, or by a mixture of nitric and sulphuric acids, on cotton or, 
in general, upon cellulose such as wood, straw, paper, etc. 

It is used for charging all naval torpedoes but its use by the 
land forces has been abandoned since its handling in large quan¬ 
tities is dangerous on account of its liability to decomposition. 

DYNAMITES. 

Dynamite is made by mixing nitro-glvcerine with silica on 
some other inert and absorbent material, nitro-glycerine alone 
being extremely dangerous. 

There are two general classes of dynamites, viz:— 

1. Dynamites with inert bases, in which the absorbent is pure 
silica obtained in the vicinity of Radan (Puy-de-Dome); hence 
the name, radanites , by which they are known. 

2. Dynamites with active bases, in which the nitro-glycerine 


EXPLOSIVES USED IN DEMOLITIONS. 


21 


is mixed with combustible substances that absorb the excess of 
oxygen and increase the force of the explosion. These explosive 
bases are charcoal, gunpowder or its derivatives (lithofracteur). 
gun cotton (explosive or blasting gelatin), etc. 

Dynamite is a plastic material, slightly greasy to the touch, 
and detonates with extreme violence when exploded by a fulmi¬ 
nate of mercury fuze. It freezes at moderate temperatures and 
the nitro-glycerine has a tendency to exude from the base. This 
tendency is objectionable in that it makes results uncertain but 
more especially because it leads to accidental explosions with 
terrible results. For this reason radanite, which was formerly 
used for military purposes, has been replaced by melinite and is 
now used commercially only in the form of cartridges. 

However, as this explosive can be readily obtained commer¬ 
cially and has practically the same properties as melinite it is 
possible that it may be levied for use when melinite is not 
available. 

Frozen dynamite is not dangerous so long as it remains in 
that condition but it is more difficult to detonate. It should not 
therefore be thawed if it can be used in a frozen state. 


MELINITE. 

Melinite is obtained as a gelatinous substance, crystallized in 
irregular cubes, by treating with nitric acid one of the coal tar 
derivatives. 

Its manufacture and manipulation can be carried on without 
danger and it is insensible to ordinary shocks, friction and atmos¬ 
pheric influences. It can be burned in the open air without 
danger and when wet is detonated with great difficulty. Melinite 
most nearly fills the general conditions requisite for demolitions 
in campaign and is used exclusively in addition to gunpowder. 

Melinite detonates instantaneously and not progressively 
throughout its mass. It has therefore an advantage over gun¬ 
powder in that it can be used without tamping but when so used 
it loses an appreciable part of its destructive effect. It is therefore 
desirable to cover the charge with a small amount of earth or even 
with a small stone and it rarely happens that there is not time for 
such a tamping, however hurried, as it will considerably increase 
the results. 


22 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


Melinite, as used for demolitions, is supplied in prismatic 
petards weighing 135 grams and cylindrical cirtridyes weighing 
100 grams. These petards and cartridges and the methods of 
using them are described further on. The artillery also uses 
melinite for the bursting charges of elongated steel shells, cali¬ 
bers in length and of large interior capacity, called torpedo-shell*. 

Melinite is used in two forms, viz:— 

1. Granular melinite, of a light yellow color and detonated 
by a smaller charge of fulminate of mercury than fuzed or cast 
melinite. It is used for detonating charges and is itself detonated 
by a fuze containing 2 grams of fulminate, causing the explosion 
of the melted melinite within which it is placed. 

2. Fuzed, melinite is slightly more gray in color and is ob¬ 
tained by melting the explosive into a solid, crystalline mass. It 
has a specific gravity greater than the granular form and an equal 
weight occupies less space. Moreover, it is easier to manufacture 
and to load into shells. It is therefore used for the bursting 
charges of torpedo-shells particularly as the detonating effects of 
the two forms are equal, weight for weight. 

It is known that these torpedo-shells have been so effective 
against fortifications and shelters protected by earth that it has 
been necessary to change entirely the design of such works and 
the methods of defensive siege operations. 

CRKSYLITE. 

Cresylite belongs to the melinite class and is obtained by the 
action of nitric acid on eresol. 

BALISTITE, CORDITE, ETC. 

Foreign artillerists use, in place of melinite, various explosives 
also derived from picric acid and known as Explosive , type of 1888 , 
in Germany, cordite in England, ecroxite in Austria, and halixtite in 
Italy. Ecrasite, in its latest form, is merely picric acid compressed 
to a density of 1.4. 


PANCLASTITES. 

Panclastites result from the action of nitrogen-tetroxide upon 
hydro-carbons such as carbon disulphide, petroleum and its 
derivatives, fats and their derivatives, etc. 


EXPLOSIVES USED IN DEMOLITIONS. 


23 


They are called reaction explosives, since they are prepared 
only at the moment of use and the reaction of the two substances 
causes an instantaneous explosion. 

VARIETIES EMPLOYED. 

Service or black powder was for a long time the only explo¬ 
sive used in the army. In order to obtain greater explosive effects 
hi/jh explosives were introduced, first gun cotton, then dynamite and 
last of all, in France, melinite. The latter is the only mining 
explosive now used by the land forces. 

GUNPOWDERS. 

The gunpowder ordinarily used for demolitions is the MU 30 
powder formerly used in smooth bore guns, and composed of 75 
parts of saltpeter, 12.5 of sulphur, and 12.5 of charcoal. 

The combustion of this powder produces a large quantity of 
gas whose expansion results in combined effects of projection and 
demolition. Its combustion is progressive and requires an ap¬ 
preciable time for completeness. In order to obtain its maximum 
effects, a charge must therefor be tamped; that is, it must be en¬ 
closed by a resisting mass that will permit of the gradual pro¬ 
duction of the gas in an enclosed space until its full expansive 
effect is produced. 

The effect of gunpowder is small compared to high explosives, 
particularly if it is not well tamped. When tamped, a charge of 
gunpowder produces only one-third the effect of high explosives 
and without tamping the effect is one-twentieth Untamped pow¬ 
der charges have practically no effect on iron and steel. 

Moreover, great care is necessary in the handling of gun powder 
in order to avoid accidental explosions. All the hammers, funnels 
and other tools used with it must be made of copper or bronze, to 
avoid sparks such as are made by blows of iron or steel tools. 

It is also necessary to protect gunpowder from all moisture, 
the least amount of which will damage it. 

COMPARATIVE VALUES OF GUNPOWDER AND HIGH EXPLOSIVES * 

Service powders are. ignited more readily than high explosives 

* This section is a resume of an article published in the Revue der Cercle mttUatre of 
.July 1st. 1899. 


24 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


but decompose much more slowly and develop much less violent 
pressures. For this reason they are used in firearms. Moreover, 
they can be exploded without employing a detonator. 

High explosives, on the contrary, require the preliminary 
action of a detonator but on account of their extremely rapid decom¬ 
position and the greater amount of work resulting therefrom, they 
have a destructive power much greater than black powders. 

The difference in the explosive action of melinite and gun¬ 
powder may be explained in a general way, by supposing that 
two charges, one of melinite and the other of gunpowder, are ex¬ 
ploded in contact with a resisting metallic partition—a plate of 
iron, for example. 

The very high pressures reached by the gases produced from 
the detonation of these substances will be greater in the mass of 
melinite as just stated These high pressures will cause, the very 
instant they are produced, a violent rupture of the equilibrium 
existing between the disengaged gases and the surrounding 
medium. The gases will by the rapidity of their expansion, be 
projected against the surrounding objects with an infinitely great 
velocity. With melinite the blow produced by these enormous 
velocites will be sufficient to rupture metal plates in contact with 
the charge but with gunpowder, on the contrary, the useful effect 
upon the plate is insignificant. The result will be the same in 
contact with masonry. 

In the case of gunpowder, the gaseous masses are merely re¬ 
flected from the objects they encounter. If, however, instead of 
exploding the charge of gunpowder in the open air. it is exploded 
in a closed chamber of exactly its own volume, the result will be 
entirely different. At each phase of the transformation of the 
mass of powder into gas, the pressures produced will be added to 
those already existing and the total pressure will necessarily at¬ 
tain a higher value than in the other ease. The kinetic energy 
thus obtained, acting as a whole upon the material composing 
the envelop of the charge, is most favorably situated for produc¬ 
ing rupture. 

It is evident from the preceding remarks that gunpowder can 
be used to advantage only when it can be placed in mine cham¬ 
bers closed by tamping. Home general information upon this 
subject will be given further on. Moreover gunpowder is to be 


EXPLOSIVES USED IN DEMOLITIONS. 


25 


preferred in such cases to high explosives and if, for want of the 
former it becomes necessary to use melinite, the rapidity of action 
of the latter may lead to incomplete demolitions, with walls of 
varying thicknesses, since the explosive effect takes place only on 
the line of least resistance. 

On the other hand, melinite is well suited for the demolition 
of iron and steel viaducts and bridges, whose members are of such 
small size as scarcely to permit of the introduction of mine cham¬ 
bers. 


26 


THE DESTRUCTION OF OBSTACI,! S IN CAMPAIGN. 


CHAPTER IV. 

USE OF EXPLOSIVES. 

IN GENERAL. 

As has been previously stated, high explosives can, as a lasl 
resort, be used without tamping and in this lies their great ad¬ 
vantage when pressed for time as, for instance, when under fire 
of the enemy. This method of using them is employed only 
against objects that offer slight resistance and it is preferable in 
all cases to use a tamping, however light. The fact that gun] ow- 
der is damaged by moisture should not be overlooked. 

Whenever charges are placed underground or within strongly 
resisting materials, and particularly when gunpowder is used, it is 
absolutely necessary to follow certain special methods that are 
usually the functions of engineer troops but that should be known 
in a general way to all officers. 


MINES. 

Any charge of explosives that by its ignition produces de¬ 
structive effects injurious to the enemy is called a mine. This 
charge is placed in a space prepared for the purpose and called a 
mine chamber. When the charge is in place it is known as a 
rharged mine. 


SYSTEMS OF MINES. 

When several mines are intended to produce one general re¬ 
sult as, for instance, the destruction of a large bridge, the entire 
work is called a system of mimes. 

The underground communications that must be excavated to 
reach the mine chambers are called galleries, if of large or medium 


USE OF EXPLOSIVES. 


27 


size, and branches or branch galleries when of small dimensions. 
Vertical connections are called shafts when large enough for the 
passage of a man and wells or drill holes, when a man can not pass 
through them. 

Galleries, branches and shafts are lined with a sheathing of 
planks supported at intervals of a meter by gallery frames. In 
rock and in some very stiff earths galleries and shafts of small 
dimensions may be excavated without sheathing. 


PERMANENT SYSTEMS 


The demolition of large masonry structures (bridges, viaducts 
and tunnels) is accomplished by means of a permanent system of 
mines prepared in time of peace. These systems consist of cham¬ 
bers placed in the interior of the masonry (piers and abutments) 
of bridges and viaducts and above the arch or behind the side¬ 
walls of tunnels. Gunpowder is universally used for such de¬ 
molitions. 


EFFECT OF MINES. 

The deflagration of a charge of explosives placed below ground 
that has a horizontal surface produces:— 

1. Interior Effects, consisting first of a violent compression of 
the ground in the vicinity of the charge and the formation of a 
spherical space called the chamber of compression. In addition to 
this, the expansion of the gases produces a concussion whose de¬ 
structive effects upon structures in the ground or in contact with 
it extend to some distance. 

2. Exterior effects, with a full charge, are the projection of the 
earth upward in the form of a cone and the formation of a crater . 
more or less refilled by the earth. The mound around the edge 
of the crater is the rim or lip. 

CALCULATION OF CHARGES. 

The charge for a mine depends upon the effect that is desired 
and the material in which the mine is placed. 

The line of least resistance (L L R), is the distance from the 
center of the powder O, (the mine chamber), to the nearest point 
on the surface, A (Fig. 5, Plate I) It is ordinarily represented by A. 


28 THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 

When AB or r, the radius of the crater as measured at the 
surface of the ground, is equal to h the mine is called a common 
mine. The mine is overcharged when r is greater than h and un¬ 
dercharged, when /• is less than h, If the mine produces no ex¬ 
terior result, that is, if r is equal to zero, it is called a comonflet. 
The mine constant or index is designated by n and represented 
r 

hv the formula n= • 
h 

The powder charge for a common mine is calculated from the 
formula C —g li s , in which C is the weight of the charge in kilo¬ 
grams, h is the line of least resistance in meters and g is a coef¬ 
ficient whose value varies with the character of the material in 
which the mine is located. 

The principal values of g are 1.5 for ordinary earth, 2 for 
earth mixed with gravel , 3 for common masonry and 4 for the 
heaviest and best masonry. * 

The above formula is known as the miner'* rule. For over¬ 
charged or undercharged mines the formula generally used is 
C—gh 8 ( Vl -f-n 8 —.41)®, in which n is the mine index or constant. 


EFFECTS OF MELINITE. 

As has just been stated, gunpowder is really effective and sus¬ 
ceptible of useful employment only when well tamped. On the 
other hand, the decomposition of a charge of melinite takes place 
instantly thoughout its entire mass. There is formed immediately 
a large amount of gas under enormous pressure. The air sur¬ 
rounding the charge can not be displaced with sufficient rapidity 
to open a passage to this gas and acts therefore so much in the 
same way as tamping that the latter is no longer indispensable. 

Melinite may therefore be used in contact with hard bodies 
which it either destroys or reduces to fragments. Contact is indis¬ 
pensable but tamping is not, although the latter increases the 
effect when of even the lightest character. For this reason meli¬ 
nite is generally used for demolitions in campaign although gun¬ 
powder is to be preferred from the point of view of economy. 


* In the formula 0=0 if C represents the charge in pounds and h the line of least 
resistance in feet , the values of g become .31 for ordinary earth, .41 for clayey gravel, 
.*►2 for common masonry and .82 for the best masonry.—Translator. 


USE OF EXPLOSIVES 


29 


It may also be used to charge mines and its effect is similar to 
that of gunpowder but is three times as great for charges of equal 
weight. 

The same interior and exterior effects are produced. More¬ 
over, the detonation of melinite in the open air produces a heavy 
concussion that extends to great distances and the violent expan¬ 
sion of the gas in an inclosure may occasion serious destruction. 
This action is known as the blast of melinite and must be considered 
in permanent fortifications. 

DRILLED OR BORED MINES. 

Drilled or bored mines are cylindrical holes of various diame¬ 
ters according to the tools used. An explosive charge is placed at 
the lower end, either in the hole itself or in an enlarged chamber. 

Drilled mines of small diameter may be of great service, 
especially with the aid of Major Binet’s mine drill .Ob meters 
[2.30 inches] in diameter. This tool (Fig! 6, Plate III), is com¬ 
posed of a steel drill point that is cross shaped for firm soils and 
has a conicai point for loamy material. The drill points are 
fitted to a drill head into which are screwed, one above the other, 
hollow extension rods of steel 1 meter [39.37 inches] long and 
fitted with screw couplings. 

The tool is used in the same way as an ordinary mine drill, 
giving it at the same time a slow motion of rotation. In clayey 
soils holes may be driven easily to a depth of 12 to 15 meters 
[40 to 50 feet] at a rate of 5 to 8 meters [16 to 26 feet] an hour. 
Under very favorable conditions this rate may be I meter in two 
minutes. 

A chamber may be made at the end of the hole by inserting 
several melinite cartridges attached to the end of a small rod 
and exploding them to form a chamber of compression. If, 
instead of placing this charge of melinite at the end of the rod, 
it is extended over a part of the hole vertically, an elongated 
chamber is formed or even a shaft, if the charge extends to the 
surface. 

The mine is charged by pouring granular powder directly into 
it if the slope of the hole is greater than 1 to 1. If the hole has 
a fiat slope, a brass tube is inserted and through it are forced 


30 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


a number of powder or melinite cartridges not greater than 
.03 meters [1.18 inches] in diameter, using a jointed brass rammer- 
When the hole slopes upward a rammer with a head of the same 
diameter as the interior of the brass tube is used, the detonation 
of the charge is generally produced by a melinite cartridge placed 
in position by the rammer whose head has a groove to accommo¬ 
date the fuze wires. Tamping is, in general, unnecessary. 

It is evident that mine chambers can be very rapidly obtained 
in this way, since a kilogram [2.2 lbs.] of melinite will make a 
chamber large enough to contain 850 kilograms [18/0 lbs.]. An 
embankment can thus be destroyed in a few minutes so as to cut 
a highway or railroad. In the same way bridge abutments, 
tunnels and houses may be destroyed very rapidly by placing- 
one or two charges in the abutments, arches or foundations. 

Drilled mines can be frequently and advantageously used in 
demolitions and it is to be regretted that they require a special 
tool. Infantry and cavalry pioneers should be instructed in the 
use of the Binet drill in time of peace, since it may be improvised 
from the tubular iron used for gas pipes or for railings and the 
ordinary couplings of commerce. 

It is also practicable to improvise in this way lines of fougasses 
in front of field works, making such suitable arrangements as 
will fire them at the proper time. 

No consideration is given here to drilled mines of large 
diameter whose execution requires special arrangements and very 
unusual tools. Only engineer troops can carry out such work. 

BLASTING. 

Blasting is used for breaking up stone when the work can not 
be done in the better way with the aid of quarrying tools. 

The charges are placed in small holes drilled in the stone or 
masonry and of a diameter not exceeding 2 to 5 centimeters 
[.8 to 2 inches], the holes being made either with percussion or 
rotary drills. 

For percussion drilling an ordinary miner’s drill is used and 
is rotated from ^ to of a turn by one or two men after each 
blow upon the head of the tool. The use of water in the hole 
facilitates the work. Such holes may be drilled at the rate of from 


USE OF EXPLOSIVES. 


81 


.1 to .5 meters [4 to 20 inches] an hour, depending upon the 
hardness of the stone. 

In semicompact stone of medium hardness the rotary method 
is employed, using an earth borer pushed ahead by the breast of 
the workman or by a jackscrew. 

A preliminary charge of dynamite will make a chamber large 
enough to receive a melinite charge six times as great. 

The hole is charged after it has reached a suitable depth and 
been well cleaned out. The charge should occupy J or £ the 
depth of the hole if gunpowder is used and £ to \ for melinite. 
Melinite should preferably be used in wet holes. 

Tamping should be done with packed earth or sand for powder 
charges and with water or, better still, with sand for charges of 
melinite. 

For large and important blasts it is necessary to employ special 
tools that are called drilling or boring machines and can not be 
used in campaign. 


METHODS OF IGNITION. 

KINDS OF CHARGES. 

(’harges may be either concentrated or elongated. Concentrated. 
charges are used in underground mines and in all cases when it 
is desired to produce an effect uniformly in all directions. 

Charges are considered as elongated only when they have a length 
at least 4 or 5 times the diameter of a circle equal to their cross 
seeti ons. 

Concentrated charges are generally employed and, when gun¬ 
powder is used, they are placed in cubical boxes or in chambers 
whose shape is as nearly cubical as the conditions of the work 
will permit. Elongated charges are made up of cartridges, enclosed 
in tarred sand bags, that are placed in the recess prepared for 
them. 


ARRANGEMENT OF CHARGES. 

Melinite charges, either concentrated or elongated, are ordinarily 
made up of model 1880 petards or the model 1890 cartridges that 
have been described previously. In preparing concentrated 


32 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


charges the petards or cartridges are brought into close contact 
with each other and made up by straps or any other kind of lashing 
into packages or bundles that should be as nearly as possible the 
shape of a cube. The petards or cartridges may also be enclosed in a 
canvas or cloth sack. In elongated charges the petards or cart¬ 
ridges are placed end to end, either singly or in small bundles, 
depending upon the weight of the charge per linear meter. In 
fact, the successive parts of these charges may be placed in cloth 
or wooden tubes, lengthwise on small rods, in troughs or merely in 
the hole made in the body to be destroyed. Care should betaken 
to place this work in the hands of men specially trained for it in 
order to avoid the breaking up to which such charges are liable. 

A charge composed of petards should always be made up in 
such a way that the faces of the petards are in contact and it 
should be remembered that the maximum effect is produced when 
the relation of the length to each of the other dimensions is as 5 to 1. 
Petards placed in contact with an object to be demolished, should 
be applied as closely to it as is possible. 

FIRING DEVICES. 

Explosive charges may be ignited either by pyrotechnic 
compositions or by electricity. 

PYROTECHNIC METHODS. 

Under this method ignition is brought about by pyrotechnic- 
compositions that are of slow or rapid combustion. 

When gunpowder composes the charge the composition ignites 
the powder directly, but when the charge is of melinite the 
composition explodes a fuze that detonates by simple ignition and 
thus detonates the charge of melinite in contact with it. 

The fuze or detonator is a brass tube closed at one end (Fig. 7, 
Plate III). It is 45 millimeters [1.77 inches] long, 6 millimeters 
[.24 inches] in diameter and contains 1.5 grams [23.14 grains] of 
pure fulminate of mercury. The charge is held in place by a 
small brass cap with a small central opening that is closed with a 
drop of varnish to protect the fulminate from moisture. The 
part of the tube that contains the fulminate is shown on the out¬ 
side bv a coat of black paint. 


USE OF EXPLOSIVES. 


33 


SLOW FUZES. 

1 lie only fuze of this kind that is provided for in departmental 
instructions is the slow fuze or Bickford safety fuze , a commercial 
article. This tuze consists of a cord composed of two layers of 
tarred thread wound spirally one upon the other but in contrary 
directions, in the center of which is formed a tubular opening 
3 millimeters [.12 inch] in diameter, filled with fine powder well 
compressed into a continuous core [Fig. 8, Plate III]. Its external 
diameter is 5 millimeters [.2 inch]. 

It burns at the rate of 1 meter in 90 seconds. Its length is 
made sufficient, to enable the operator to retire to a safe distance. 
Generally 1 meter is ample for this purpose since it is possible to 
run 200 meters before the fuze burns out. 

When the fuze is to remain for some time in the ground or 
under water a submarine fuze is used that differs from the ordinary 
Bickford fuze only in the addition of a rubber envelope or a 
covering of waterproof varnish. 

Ignition of Bickford fuzes .—To easily light the B’ckford fuze 
the end should be cut on a bevel or should be split and the two 
halves separated without letting the powder fall out. To the 
powder, thus laid bare, is then applied a piece of lighted tinder or 
coal, a lighted cigar, etc. 

Igniters. —If the contact of the igniting body with the powder 
of the Bickford fuze is not good, ignition will not take place. This 
difficulty is avoided by using the Bickford portfire or tinder. 

The Bickford portfire consists of a cylinder, 4 to 5 millimeters 
in diameter, of thin blotting paper tightly rolled and steeped in a 
solution of acetate of lead. It burns at the rate of about a centi¬ 
meter [.4 inch] per minute. 

Tinder is a braided cotton cord impregnated with chromate of 
lead. It burns at the rate of .4 meters [15.75 inches] per hour. 

It is better, however, to use the Ruggieri fuze or igniter (Fig. 9, 
Plate III) which is placed over the square-cut end of the Bickford 
fuze. This igniter is formed of a small copper cap containing a 
combustible composition that is traversed by a piece of quick 
match. The latter extends outside the cap and is easily lighted. 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


34 


QUICK FUZES. 

The only quick fuze actually authorized is the detonating 
fuze. 

This fuze is composed of a core of granular melinite contained 
in a pewter envelope (Fig. 10, Plate IV). It has the form of a 
tube whose external diameter is 5.5 millimeters [.22 inch] and 
corresponds to the internal diameter of the detonator used with 
melinite petards. It weighs about 100 grams per linear meter 
[.2 lb. per linear yard] and is pliable to such an extent that it 
may be bent in any direction, care being taken in all cases not to 
twist it too violently or abruptly. 

This fuze can only with great difficulty be ignited by contact 
with a lighted body and its combustion ceases without producing 
the explosion of the detonating fuze. 

To detonate it, the fuze is cut square, so as to lay bare the dry 
part of the melinite core, and the end is then capped with a 
fulminate of mercury detonator. The black portion ofthis detonator 
is secured against the black portion of a second detonator that is 
primed with Bickford fuze (Fig. 11, Plate IV). This black portion 
indicates the length occupied by the fulminate. 

The detonating fuze may also be fired by the explosion of a 
melinite petard. In this case care must be taken to secure the 
end of the fuze to the petard along the full length of the latter 

The rate of detonation of this fuze is about 2000 meters per 
second and it may therefore be considered as instantaneous 

To prime a melinite petard with the detonating fuze the end 
of the latter is inserted in the fuze chamber and secured in place 
by a lashing of twine. To produce the explosion of several | etards 
placed in a row but at a distance from each other, the first is primed 
and then each petard is connected with the following one by a 
detonating fuze that is lashed for the lull length of the first and 
is inserted to the bottom of the fuze chamber of the second. 

To produce the simultaneous explosion of several mines, 
grouped in any way, they should all be prepared with detonating- 
fuzes, whose lengths need not be measured on account of the 
rapidity of detonation of this type of fuze. At the desired time 
the free ends of the fuzes are brought together and fired. 

(treat care must be exercised to prevent detonating fuzes crossing 


USE OF EXPLOSIVES. 


35 


each other or forming loops at a distance less than .2 meters [8 
inches] since the explosion of the first strand will cut the second 
at the point of intersection and the detonation will not be trans¬ 
mitted further. 

The same thing will happen in case the fuze A B D is bent 
back upon itself in the neighborhood of two detonators A (Fig. 12, 
Plate IV) joining this fuze to a Bickford or to a detonating fuze 
A G designed to transmit the explosion to B D. The explosion 
will be stopped at the point I) which will be cut by the explosion 
of' the fuzes A. 

Instantaneous Fuze. —Mention should be made of the quick 
fuze that was in use previous to the detonating fuze and known 
as the instantaneous fuze. 

This fuze is composed of three strands of quick match bound 
together bv a strip of waxed linen, the waxed side inside, and 
covered with a helical wrapping. Outside of the latter is a layer 
of natural rubber and, finally, a braided covering. Its rate of 
combustion is 100 meters [300 feet] per second. 

Powder Hose and Powder Train .—When other fuzes can not be 
had these primitive means may be employed. The powder hose 
is a linen tube 15 to 25 millimeters [.6 to 1 inch] in diameter 
and filled with powder. It burns at the rate of 3.5 meters [11.5 
feet] in the open air and 8.5 meters [28 feet] in a hose trough. 
A train of powder placed upon a board burns at the rate of 2.5 
meters [8 feet] per second. 

DISADVANTAGES. 

All the preceding pyrotechnic methods have the disadvantage 
of producing smoke in the galleries and of not causing aninstan- 
tane -us explosion. When they are used it is therefore necessary to 
wait a considerable length of time after the fuze has been lighted 
before the mine can be entered either to allow the smoke to escape 
or to seek the cause of a misfire. 

ELECTRICAL METHODS. 

GENERAL PRINCIPLES. 

When possible to do so it is always better to ignite explosives 
of all kinds by means of an electric current that is passed through 
a special fuze placed in contact with the explosive. 


36 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


The electrical method requires the installation of conductors 
connected at one end to the source of electricity and at the other 
to the fuze. These conductors are iron or copper wires of sufficient 
size to resist the e°rth pressures arising from nearby explosions. 

The lead wires are placed in the main gallery and are connected 
with the source of electricity. They are also connected, at the 
proper time, to the branch wires or to the special wires of any mine. 

When the electrical method is employed to fire melinite it is 
necessary to make the same arrangements for the connection of 
the petards to the fuzes, as have been previously described for 
fulminate of mercury fuzes. 

There are two kinds of electrical fuzes; high tension fuzes and 
low tension or quantity fuzes. High tension fuzes are based upon 
the principle that if conductors, perfectly insulated from each 
other, have their ends brought near enough together a spark will be 
produced between them when a high tension current is passed 
through the conductors. These fuzes (Abel, Ebner, etc.) are used 
industrially but have not been adopted in either the army or 
the navy. They will not be described further. Low tension fuze* 
are exclusively used and are .based upon the fact that if the two 
conductors are connected to a source of electricity of low tension 
but of sufficient quantity, the passage of the current through the 
platinum wire heats it to incandescence and causes it to ignite a 
sensitive substance such as gun cotton. 

Electric Fuze. —The only electric fuze that is emplo ed, is 
composed (Fig. 13, Plate IV) of two copper wires connected by a 
very fine platinum wire of helical form that is reddened by the 
passage of the electric current and ignites a small plug of gun 
cotton with which it is in contact. The insulation of the copper 
wires is secured by imbedding them in a hard wood plug b 
surmounted by a paper tube d in which is placed the gun cotton 
c. Finally, a detonating primer e of fulminate of mercury is added. 
The whole plug is given a coating of ('hatterton waterproofing 
compound to render it impervious to moisture. 

FIRING APPLIANCES. 

The current for raising the platinum wire to a red heat may 
be obtained either from induction machines or primary batteries. 


USE OF EXPLOSIVES. 


37 


The Breguet Exploder , known as the blow-with-the-fist machine, 
is the most widely used of the induction machines. Besides being 
very simple and essentially portable it has also the advantage of 
requiring no liquid (Fig. 14, Plate V). It utilizes the induced 
current formed by the sudden withdrawal and replacement of the 
armature of a powerful magnet. To fire a charge, the two 
conductors are connected to the terminals of the machine, the 
safety catch is withdrawn and, at a given signal, it is only necessary 
to strike a blow with the hand upon the spring handle. 

Siemens and Halske have designed, for military use, an 
exploder that produces tension effects (sparks) instead of the quantity 
effects (incandescence of platinum wire) given by their ordinary 
machine. The wire in the coils is rearranged and the current passes 
through the exterior circuit, of which the fuze is a part, only when 
the circuit is broken by the movement of a cam (Fig. 15, Plate YI). 

For a long time the bichromate or plunge battery was 
used in the engineer service to produce electric sparks. It is 
composed of a cylindrical exterior cell of gutta-percha and a 
cylinder B of the same material, called the plunging cylinder or 
merely, the plunger (Fig. 16, Plate VI). The latter has on its 
upper end a copper ring A for handling and two copper binding- 
posts b b that form the positive and negative poles. Four cylindrial 
chambers open upwards from the base, each of them being lined 
with a sheet of amalgamated zinc to within 10 millimeters [.4 inch] 
of its orifice and containing, in addition, a rod of carbon placed 
axially. These four zinc-carbon elements are rigidly attached to 
the inside of the plunger. The exciting liquid commonly used is 
a mixture of four parts of chloro-chromate of potassium (yellow 
salt) and ten parts of bi-sulphate of potassium (white salt) dissolved 
in 120 parts of water. 

To bring about the explosion, the conductors (attached to the, 
wires of the electric fuze) are connected to the two poles b b of the 
battery plunger and the latter is plunged into the exterior cell 
containing the exciting liquid. The contact produces it. 

These cells have been replaced by an induction machine of easy 
manipulation that is called the Boulanger exploder and furnishes 
high tension currents. This exploder is a magneto-electric 
machine composed of an induction coil that revolves about a 
vertical axis and between two pole pieces attached to electro- 


38 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


magnets. The coil is rotated by pulling on a cord that has pre¬ 
viously been wound around the axis of the coil. The cord should 
be drawn out at only a moderate speed in order to avoid the danger 
of burning out the platinum fuze wire and thus causing a misfire. 

The old bichromate battery will fire one fuze to distances as 
great as 900 meters or two fuzes at a distance of about 400 meters. 
The range of the Boulanger exploder is slightly less and is only 
300 meters for two fuzes. 

USE OF VARIOUS FIRING MACHINES. 

In campaign, where it is always necessary to work rapidly 
and with little preparation, it is scarcely possible to use machines 
other than those producing high tension electricity, such as the 
Breguet exploder, the Siemens machine, the bichromate battery 
and the Boulanger exploder. These appliances are light, strong 
and always ready for use and obviate the necessity for devoting 
great attention to the perfection of contacts and the distance from 
which the mine is to be fired. 

With all low tension appliances (various primary batteries, the 
Ladd, Siemens, Gramme machines, etc), the firing arrangements 
must be prepared long enough in advance to permit always of 
being certain that the circuits and fuzes are in working order. 
Further than this, the conductors need not be insulated. 

THE PRIMINO OF VARIOUS EXPLOSIVES. 

Principle .—Priming consists in adding to explosive charges 
the means of ignition or explosion. It is the first step in the 
preparation for firing. 

Gunpowder .—Priming with pyrotechnic methods is done only 
with the Bickford safety fuze. The end of the fuze is trimmed 
and introduced into the charge through the side of the powder 
box or into the receptacle containing the priming charge. This end 
is held in place in the charge by means of a pin or lashing to pre¬ 
vent its being withdrawn by any accidental strain on the fuze. 

To obtain the simultaneous explosion of several charges by 
means of the quick fuze or match, resort must be had to what 
is called the equalization of fuzes. This operation consists in so 
determining and regulating the initial point of the fuzes that the 


USE OF EXPLOSIVES. 


39 


lengths necessary to reach all of the mines shall be the same. 

The use of the detonating fuze has done away with the equaliza¬ 
tion of fuzes. It is only necessary to place one end of this fuze in the 
charge with the same precautions as for the quick match, it being 
assumed that the charge is contained in a receptacle of sufficient 
strength, such as a box, cloth hag, card board cartridge case, etc. 

Priming, when electric methods are used, is effected by connect¬ 
ing up the ends of the secondary wires of a fuze that has been 
placed either in the powder box, cartridge, powder bag or priming 
box. This method of priming permits of firing exactly at the 
desired moment. 

Melinite .—To explode a whole charge of melinite it is only neces¬ 
sary to detonate one of the petards composing it. This petard is 
called the primer and may be detonated by either pyrotechnic or 
electric methods. 

Pyrotechnic priming may be done with either the slow fuze or 
the detonating fuze, according as it is desired to fire from nearby 
or from a distance 

Priming a Detonator .—A detonator is primed by inserting within 
the tube an end of slow fuze that has been cut square and well 
cleaned. The slow fuze is pushed into good contact with the 
fulminate and the edge of the detonator is compressed with.a pair 
of pliers so as to hold the fuze in place without choking it 

Priming a Melinite Petard .—To prime a melinite petard, the 
wire strip is removed and consequently the pewter cover so as to 
exjiose the fuze chamber, into which is thrust the tube of a 
detonator. Care must be exercised not to suspend the petard by 
the fuze as it is indispensable that the detonator remain firmly in 
place at the bottom of the fuze chamber. 

It is nossible that the reaction of the detonator may force it 
from its chamber at the instant of detonation and it is therefore 
desirable to secure it to the petard by a lashing as shown in Fig. 
17, Plate VI. or to maintain it in its place in the chamber by a 
small wedge pressed in gently and without the use of force. 

Priming with the detonating fuze is executed in the same way 
as with the slow fuze. The use of a detonator with this fuze is 
not. however, absolutely necessary. The explosion of a detonating 
fuze, whose end has been pushed home to the bottom of the deton¬ 
ator chamber of a petard is sufficient to initiate the detonation of 


40 


THE DESTRUCTION OF OBSTACLI S IN CAMPAIGN. 


the latter. The same result can generally be accomplished by 
merely applying the detonating fuze to the exterior of the petard 
in the direction of the greatest length of the latter and bv firmly 
lashing it in place. 

The eb ctric priming of a melinite charge is secured by attach¬ 
ing the electric fuze to the end of the cables leading to the exploder, 
using the wires connected to each cable. The fuze is then placed 
in the priming petard or cartridge and the latter is firmly secured 
to one of the charges of explosives. 

Charges of Several Petards. —The explosion of a charge composed 
of any number of petards is always assured by the detonation of 
a single primed petard. Nevertheless, when the charge is large, 
for greater certainty, there is no disadvantage in priming two or 
three petards that are fired simultaneously. In this way the 
chances of a misfire in a fuze are decreased. 

When the charge is an elongated one, either one of the end 
petards may be primed. If there are several rows of petards in 
juxtaposition, the end petard of one of the rows is primed. One 
of the outside petards of a concentrated charge is also primed, 
preferably the petard farthest from the obstacle to be demolished. 

If it is desired to explode simultaneously several concentrated 
charges only a short distance apart, they should be connected by 
rows of petards placed end to end without a break anywhere. A 
single primed petard, placed in one of the outside charges, will be 
sufficient to detonate all of them but, as has been remarked 
previously, it is better to prime several petards. 

The Importance of Priming and Connections. —The following- 
quotation is from the Revue 'de Cercle militaire of July 8, 1899: 

“Priming and connections play an important part in the 
preparation of mines since upon their good working order depends 
simultaneousness of action and, therefore, the maximum efficiency 
of a system of charges. The partial demolition resulting from 
misfires must often be completed by the installation of new charges 
to replace those that have not ignited and have been dislodged or 
thrown out by the explosion. 

“Such failures cause delays and losses of time and they may, 
above all, result in preventing the attainment of the desired end 
in the allotted time. It is important, therefore, to absolutely 
avoid them. To this end, the proper execution of all the arrange- 


USE OF EXPLOSIVES. 


41 


merits for firing, and particularly the security of all joints, should 
be examined carefully. These joints serve to connect the metallic 
parts of the lines and are likely to cause trouble whenever used 
in primings and lead wires. 

“Such difficulties can be overcome by the employment of 
competent men for the direction, superintendence and execution 
of the work.” 


USE OF MELINITE. 

SUPPLY. 

Infantry and Cavalry .—Since infantry and cavalry are obliged 
at times to remove certain obstacles without resorting to tools, 
whose use requires a considerable time and offers great difficulties 
under the fire of the enemy, they are provided in the field with a 
supply of explosives in whose use the pioneers of these two arms 
are trained in time of peace. Indeed, each corps has allotted to it 
a fixed quantity of melinite petards, detonators and money 
with which these pioneers execute a number of demolitions. 

Melinite has the same destructive power, weight for weight, as 
dynamite but, being of greater density, it produces greater effect 
for equal volumes. Moreover, melinite is devoid of the greater 
part of the disadvantages of dynamite. It does not freeze and is 
detonated by shock only when the latter is very violent; it is very 
rarely exploded by the impact of rifle balls and when this does 
occur, the detonation does not spread. This insensibility to 
shock greatly facilitates the use of melinite in actual work. 
Melinite petards can be bent by striking them with a hammer 
and can thus be made to conform to the shape of the surface to 
w :i h they are to be applied. They can also be nailed to the 
pieces of timber that are to be destroyed. 

Th efield supply of melinite for infantry (108 petards [32.4 lbs.] 
and 48 detonators to a regiment) is insignificant in amount. 

The replenishment of the supply of explosives for infantry is 
provided by the artillery service from its reserve supply, distrib¬ 
uted between the ammunition column and the artillery park of 
the army corps. 

In the cavalry every man carries a melinite petard in the 
pocket provided for it in the saddle bag. The boxes of detonators 


42 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


are distributed among the sergeants, corporals and pioneers. 
There are two Bickford safety fuzes per box. The supply of melinite 
provided for cavalry regiments, active and reserve, is therefore as 
follows:— 


CORPS CAVALRY REGIMENTS. 

Squadrons with the colors 600 petards 200 detonators. 

“ in the reserves 600 “ 200 

Depot 300 “ 100 

Total - - - 1500 petards 500 detonators 

INDEPENDENT CAVALRY REGIMENTS. 

Squadrons with the colors 600 petards 200 detonators. 

6th squadron, if there be one 150 “ 50 

Depot - - - 300 “ 100 

Total - 1050 petards 350 detonators. 

[One petard contains .3 lbs. of melinite.—Translator]. 

Moreover, with each independent division of cavalry there is 
an ammunition wagon that carries 800 detonators, 720 fulminate 
fuzes, 720 Ruggieri igniters, 10 cases of melinite petards contain¬ 
ing 150 petards of 135 grams each, or 200 kilograms [440 lbs] of 
melinite, and 800 meters of Bickford safety fuze. 

It is therefore evident that in the infantry and cavalry it is 
necessary to be economical in the use of melinite since the tot 1 1 
supply available for them may be expended in a single demolition 
of any considerable importance. It is also evidently necessary to 
reserve it for use under pressing conditions and particularly for 
the destruction of iron or steel. 

Engineers .—Engineer companies are each supplied with 70 
kilograms [154 lbs ] of melinite in four ammunition packs. Each 
company of railroad pioneers has an ammunition wagon with 
380 kilograms [836 lbs]. The engineer train of an army corps 
has a similar ammunition wagon and there are three of them in 
the general army train. These supplies are sufficient for the 
execution of large demolitions since it is rarely necessary to use 
heavy charges. 






USE OF EXPLOSIVES. 


43 


MELINITE PETARDS. 

The melinite petard , model of 1886, consists of a brass case of 
prismatic form and about .15, .03 and .02 meters [4.9, 1.2 and 
.8 inches] on the three sides, in round numbers. It contains 135 
grams [.3 lbs.] of melinite. The larger part of this is fuzed 
melinite but the portion around the detonator chamber is granular 
melinite which alone can be detonated by the service detonator. 

To the lid or cap is soldered a small tube, called the detonator 
chamber (Fig. 18, Plate VI), that projects into the interior of the 
case and is designed to receive the detonator to explode the petard. 
Its orifice is closed by a strip of wire that is removed at the time 
the detonator is inserted. The lid or cap is covered by a guard 
of pewter. 

The melinite petard of 135 grams has the same dimensions as 
the old petard containing 100 grams of dynamite. 

MELINITE CARTRIDGES. 

The cartridge , model of 1890 , containing about 100 grams 
[.22 lb.] of melinite, is used only by the engineer service. Its 
general arrangement is the same as that of the petard excepting 
that it is cylindrical in form and that it is .13 meters [5.12 inches] 
long by .03 meters [1.2 inches] in diameter. 

Since the cases containing melinite are waterproof it is not 
necessary to take the same precautions against moisture as in the 
case «>f charges of gunpowder. 

Resort may also be had to petards containing 1 kilogram 
[2.2 lbs ] which arc to be found in the supplies of fortified places. 
They are contained in cases made of brass or of waterproof paper. 

DETONATION OF A PETARD. 

To summarize, in order to detonate a petard with the slow 
fuze it is necessary:— 

1 To prime the petard, that is, to place the detonator as 
described above. 

2. To prime the detonator by thrusting into the latter one 
end, cut square and well cleaned, of the slow fuze as has also been 
described above. 

3. If a Ruggieri igniter is available, place it upon the other 
end of the fuze, which should also be cut square. 


44 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


To simplify the work, the detonators provided with the field 
supplies are prepared with their fuzes and igniters. The igniter 
may be lighted, as in the case of the Bickford fuze, by a piece of 
tinder, a smoker’sfuzee or even by an ordinary match. The lighting 
should be entrusted to a cool-headed man who will do it deliber¬ 
ately, at the given signal, and will observe all of the precautions 
prescribed for assuring its efficacy. He should retire to a distance 
as soon as he hears the hissing that occurs when the Bickford 
fuze begins to burn, placing the free end of the fuze on the ground 
carefully in order not to disarrange the priming. 

To make a double ignition, take in the left hand the igniters 
of the two detonators and light them. By holding in the left 
hand the igniters of several detonators, a number of charges may 
be fired at the same time. 

In order to avoid all possibility of accidents, it is necessary to 
withdraw to a distance of at least 150 meters from the object to 
be destroyed. It has been stated above that a length of 1 meter 
of Bickford fuze will allow a man to retire to that distance at an 
accelerated pace. 

When the charge consists of a single petard, care should be 
taken to apply the largest face (.15 meters by .03 meters) of the 
petard as closely as possible in contact with object to be destroyed. 

Practically simultaneous explosions of several charges maybe 
obtained by making the Bickford fuzes of equal lengths. This is 
called the equalization of fuzes, as stated previously. 

But, to obtain that absolute simultaneousness which is often 
indispensable when several charges are intended to unite in 
the production of a common result, or to avoid the use of excessive 
lengths of Bickford fuze, resort must be had to the detonating 
fuze that is supplied only to the engineers. 

It is not intended to go into the details of the use of explosives 
by engineer troops since that arm receives full instruction on 
the subject. It does, however, appear obligatory to enter into all 
of the developments of the subject that are of interest to the 
infantry and cavalry. 


USE OF VARIOUS EXPLOSIVES. 

Dynamite and Gun Cotton .—Infantry and other arms may make 
use of various explosives (dynamite and gun cotton) in exceptional 


USE OF EXPLOSIVES, 


45 


cases and when melinite petards are not available. The charge 
to be used in each particular case is determined by assuming that 
these explosives may be substituted for melinite, weight for weight. 

All of the instructions given for melinite in connection with 
priming, the preparation and placing of charges, their ignition 
and the precautions necessary to avoid accidents, are applicable 
to these explosives. 

Gunpowder .—The use of gunpowder in demolitions is the 
exclusive function of engineer troops. The general information 
already given in connection with this subject makes it evident, 
indeed, that the management of this explosive and its preparation 
for action under varying conditions, require instruction and 
experience that can not be made available to all arms. 


46 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


CHAPTER V. 

EXECUTION OF DEMOLITIONS WITH EXPLOSIVES. 

MEANS TO BE EMPLOYED IN PARTICULAR INSTANCES. 

The following instructions relate to the application of the 
preceding general rules to particular cases and are intended to 
permit the complete solution of the question as to the most practical 
and exact method to be followed in any particular instance. 

Circumstances may, however, be such as to require that demo¬ 
litions be made under the lire of the enemy or when all the means 
necessary for the work are not available. In such cases, substitutes 
must be used for the supplies that are wanting and the simplest and 
quickest methods must be employed in placing charges. Thus, 
when the charges must be suspended, arrangements should be 
made in advance for hanging them up by means of heavy wire 
hooks, or for sustaining them on supports to which they have 
been previously secured or for attaching them by means of lashings. 

In such cases it is nearly always desirable to ignite each charge 
separately in order to avoid the disadvantages resulting from 
misfires and from the exposure when the operation lasts too long. 

Improvised methods vary with the conditions of the case and 
require considerable experience that can only be acquired by 
study and practice. 


LOOPHOLES. 

A charge of four petards, suspended against a wall of average 
thickness will make an excellent loophole when detonated. In 
making a breach or loophole it is necessary to withdraw, after 
lighting the fuze, to a distance of only 50 meters along the face 
of the wall in order to be out of danger from the explosion. 


EXECUTION OF DEMOLITIONS WITH EXPLOSIVES 


47 


This method is expeditious but when any considerable number 
of loopholes is to be made it requires too large a quantity of 
melinite. 


WALLS AND ARCHES, 

The charges to be used to make a breach in or to throw down 
a wall will depend upon whether the wall is banked with earth 
or not and upon whether the charges are concentrated or elongated, 
with or without tamping, placed in holes or not and finally upon 
the depth of the holes containing the charges. 

In general, in order to economize explosives, elongated charges 
should be placed in holes prepared for them when the wall is 
more than .6 meters [24 inches] thick. Emplacements for com 
centrated charges may be made bv one or more small charges 
that loosen the masonry, the operation being repeated until the 
desired depth is obtained. 

With walls nearly .8 meters [31.5 inches] thick it is preferable 
to use only elongated charges and when the wall is thicker than 
.8 meters it is better to use only gunpowder. 

The character of the charges and the methods to be employed 
will also depend upon the amount of melinite and of time avail¬ 
able, the size of the walls, the length of breach desired, etc. 

ISOLATED WALLS. 

The walls under consideration are the walls of inclosures and 
houses, bridge pier’s, etc. 

In all cases, in order to obtain a breach to the full height of 
an ordinary wall, it is necessary for the length of the breach, and 
consequently the length of the charge, to be at least equal to one 
and a half times the height of the wall. 

Elongated charges are used for in closure walls from .3 to .6 
meters [12 to 24 inches] thick and the weight of melinite per 
linear meter is calculated by one of the three following formulas, 
in which 0 is the weight in kilograms [pounds] and e is the 
thickness of the in meters [feet]:— 

(1.) When the charge is merely placed at the foot of the 
wall:—C = 10 2 [C = 2e 2 ]. 

(2.) When the charge is placed in holes in the wall:— 
C=5e 2 [C=lc 2 ]. 


43 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


(3.) When the charge is placed in holes in the wall and 
tamped:—C=3c* [c=.fie*]. 

That is. for a wall .5 meters [1.84 feet] thick, a cbaig 
2.5 kilograms (18 petards) [5.5 lbs] in the first case, of 1/25 kilo¬ 
grams (9 petards) [2.75 lbs.] in the second case, and of 75 kilo¬ 
grams (6 petards; [1.65 lbs.] in the third case, per linear meter 
of the breach to be made.* 

With walls of the above mentioned thickness ( .5 to .6 meters) 
[20 to 24 inches] in actual practice a trench is dug at the foot of 
the wall and in it are placed three rows of petards or about 20 
petards (2.7 kilograms) p»er linear meter [5.5 lbs. p»er yard] of 
breach. This charge is lashed to a red of wood or to a cord whose 
length is equal to the breach to be made. The petards are 
covered with a tamping of earth from the trench. This charge 
is amply sufficient in all cases. 

It is also px>ssible. especially when pressed for time, to dispense 
with the placing of the charge in holes when demolishing walls 
without exceeding 4 kilograms [8.8 lbs.] per linear meter. 

The charge should always be placed in holes when the 
wall is from .6 to netera [24 to 315 meters] thick and 
when this thickness exceeds .8 meters, the charge should be 
placed in holes and tamped in order to avoid the use of 
excessive charges. The preparation of the hole for the charge 
may be shortened by starting at the foot of the wall with 
a row of petards placed end to end. The holes thus made are 
shaped out with a pick. 

With walls thicker than .8 meters [31.5 inches] it is better 
to use concentrated charges calculated from the formula. C=Ac*. 

-h the e A t 5 for charges merelv 

placed at the foot of the wall, 11.5 for charges buried in the 
foundations 5 for charges buried in the wall to their own depjth 
and 2 for charges buried in the wall to J the thickness of the 
latter and lightly tampied.* 

The lengths of the breaches produced by these charges are 

l* The word* in bracket* jrive a transposition of these formulas and result* into feet 
and pounds.—Translator, j 

t* VTben C and e are in pounds and feet the above values of A become 3.13. .72. JfL, and 
.155. respectively.—Translator.] 


ZTZ tT»W .9 :•£¥' LTTDr; - V 


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50 THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 

fully tamped, it requires an increased charge. Witli the arrange¬ 
ment shown in Fig. 21 , Plate VII, it is usually possible to tamp 
fully and the normal charge will suffice. In these two cases the 
tunnels should have the smallest possible section and the tamping 
should, be done with the greatest ^are. The preparation of the 
chambers may be ex| edited by the use of successive small 
charges of melinite. 

With walls from 1 to 3 meters \3 to 10 feet] thick, the mines may 
be placed under the foundations. To accomplish this, a pit is 
dug at one face of the wall (Fig. 22, Plate VII,) and a chamber 
made under the foundations if they are not deeper than 2 meters 
[G feet],or the charge is placed in the foundations themselves. 

RETAINING WALLS. 

When it is desired to simply throw down a retaining wall, it 
is only necessary to apply concentrated charges of gunpowder or 
melinite at the back of the wall, either placed merely in contact 
with it or located in chambers within the wall. In such cases it 
is more economical to use gunpowder since large charges are 
required and the tamping can be well provided for. Plenty of time 
will be available when works are to be destroyed. 

In other respects the arrangements would be the same for 
melinite as for gunpowder but the charge would be reduced 
one-half. 

Operations of this character are carried out only for the purpose 
of making a breach or of dismantling a fortified place and can be 
executed only by the engineers. The suject will be considered 
only to the extent of indicating concisely the method of proceed- 
ure when gunpowder is used. 

The charges are calculated by the formula C — < 7 //®, in which h 
represents the distance from the center of the charge to the face 
of the wall and g is approximately equal to 3.* The intervals 
between charges should not be greater than twice the thickness 
of the wall at the point where rupture is desired. 

The charges are placed in different ways according to circum¬ 
stances. Use may be made of pits or drilled holes sunk from 
the earth surface at the top of the wall or a pit may be made at 


* If C and h are in pounds and feet, g is approximately equal to .2.—Translator. 


EXECUTION OF DEMOLITIONS WITH EXPLOSIVES. . 


51 


the foot of the wall to the bottom of the foundation, under which 
the mine is placed (Fig. 23, Plate VII). 

Mines may also be prepared in the wall itself, a short distance 
above its base, or with the aid of a boring or drilling machine and 
successive small charges of melinite, an opening may be made 
through the wall and a chamber prepared in rear of it by explod¬ 
ing small preliminary charges. When chambers are made by 
the use of pits or tunnels, it is desirable to locate the charge within 
the wall itself, wholly or in part. In all cases the mines should 
invariably be located at the salients of the works to be destroyed. 

The opening of a breach in a revetted parapet, to prepare a 
passage for an assaulting column, will be only briefly mentioned. 
The work is very difficult and dangerous and is but little used in 
actual service since breaches can be readily made with artillery. 
It is accomplished by mining a gallery into the parapet of the 
work in order to extend and increase the break already made by 
the artillery, the mine chamber being prepared at a depth 
dependent upon the thickness of the scarp wall. 

TREES AND PILING. 

Explosives are used only on pieces of timber that are more 
than .3 meters [12 inches] in diameter and when there is not 
time to fell them with the axe or saw. When using explosive, 
work with the axe may be limited to the preparation of plane 
surfaces around the circumference of the tree to receive the petards. 
The tree or piece of wood is encircled by a necklace or girdle of 
petards (Fig. 24, Plate VII,) held in place by lashings of twine. 
The charge is so arranged that there will be a larger amount on 
the side towards which it is desired to make the tree fall. 

The charge required for such work is determined, in kilograms, 
by multiplying by 10 the square of the diameter in meters 
(C = 10d 2 ).* From this formula it is found that charges of 7, 9, 
12 , 16 and 20 petards are required to fall trees or timbers with 
the bark on whose diameters are .3, .35, .4, .45 and .5 meters 
respectively. 

When time permits and the necessary tools are available, 
economy in the use of ‘explosives (3 petards instead of 10 for a 
tree .3 meters [sic] in diameter and 5 instead of 20 for one .4 

* [When C and d are in pounds and feet the formula becomes C=2d 2 .-Translator]. 


52 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


meters [sic] in diameter) may be obtained by placing the charges 
in one or more small radial holes bored in the tree with an auger. 
In such cases the center of the charge should be as nearly as 
possible at the center of the tree. The weight of the charge C in 
kilograms is equal to three times the cube of the diameter in 
meters. The formula is [1] C=3d 3 * (Fig. 25, Plate VII.). 

When the charge is heaped in a pile on one side of the tree 
the formula becomes [2] C = 30d 3 ; * that is to say, the quantity 
of melinite required is ten times that in the preceding case. 

SQUARED TIMBER. 

The charge of melinite required to break a square timber is 
obtained by multiplying the area of its cross section by the 
coefficient 10 for soft wood or 13 for hard wood. That is [3] 
C=10a6 or 13a6.* If the charge is placed in auger holes in 
the timber the formula to be used is [1] C = 3d 3 * as in the 
preceding case. 

WROUGHT AND CAST IRON AND STEEL. 

To break pieces of wrought iron, steel or cast iron, use is made 
of the formula, [4] C=3000aft 3 ,t in which C is the weight of 
the charge in kilograms, a is the width and b the thickness in 
meters of the piece to broken. If the pieces are cylindrical or 
prismatic the formula becomes [5] C=3000d 3 ,t d being the 
diameter of the cylinder or of the circle circumscribed about the 
prism. 

These formulas are applicable to all ordinary dimensions 
with the exception that when the width a of the piece is less 
than .1 meters [3.94 inches] the assumption must be made that 
a=.l meters [3.94 inches] in the formula C=3000a6 3 . 

The charge must always be placed in close contact with the 
piece to be broken and should he tamped, if only lightly. 

* For C in pounds and d in feet these formulas become:— 

[1] C=.2d3, [2] C=2d8 and [3] C=2 ah or 2M. 

+ For C in pounds and a, b and d in feet, these formulas become [4] C=56.5ab3 and [5] 
C=187.5cl3. 

For C in pounds and a, b and d in inches they become, C=.032«fr3 and C=.llds. 

There is evidently an error in one or the other of these formulas, probably in [4] 
which, for approximate correspondence with [5], should read, C=3000( Tob) 3 = 3000ahf 
with equal coefficients in the two formulas as written for English units of weight and 
measure.—Translator. 


EXECUTION OF DEMOLITIONS WITH EXPLOSIVES. 


53 


PALISADES AND FRAISEs!. 

To destroy palisades constructed of posts joined together and 
from .1 to .2 meters [4 to 8 inches] thick, it is necessary to place 
at their lower ends, in close contact with them, an elongated 
charge of 2 kilograms [4.4 lbs.] per linear meter, [4 lbs. per linear 
yard] formed of two rows of petards placed end to end. 

If the posts are .2 to .3 meters [8 to 12 inches] thick, the 
charge is increased to 2.8 kilograms [ 6.2 lbs.] per linear meter, 
[5f lbs. per linear yard] and the petards are arranged in three 
rows. 

When gunpowder is used, the weight of the charge is increased 
in order to lessen the amount of tamping. Bags containing 10 
kilograms [22 lbs.] are placed at intervals of a meter and packed 
closely against the posts. An effort should be made to rapidly 
tamp the charge with a number of sand bags. 

Fraises are destroyed in the same manner as palisades, the 
charges being placed underneath the portion that is to be 
demolished. 


STOCKADES. 

Stockades of round timbers require charges of 30 kilograms 
[66 lbs.] of gunpowder per linear meter, with a light tamping. 
Six kilograms [13.2 lbs.] of melinite, arranged as an elongated 
charge, will produce the same result without tamping. 

In short, the methods are the same as for palisades but double 
charges are required. 

IRON GRA'IINGSOR FENCES. 

To make a breach it is generally sufficient to place against 
the grating or fence an elongated charge of melinite of 2 to 3 
kilograms [ 4.4 to 6.6 lbs.] per linear meter. 

GATES OR BARRIERS. 

Two petards [.6 lbs] applied to each of the points where the 
gate is attached to the masonry will usually be sufficient to break 
it down. In the case of a locked gate, one or two petards [.3 to 


54 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


.6 lbs.] should be detonated against the lock. In the absence of 
high explosives, a charge of 15 kilograms [33 lbs.] of gunpowder 
should he placed against the lock. 

Two petards [.6 lbs.] applied to each of the hinges of a wooden 
gate closing a carriage way will break down the gate. If it is 
merely locked the method to he followed is the same as for the 
locked gate above. 

If the gate is barricaded, a charge of two petards [ 6 lb.] 
should be applied to each of the hinges and to the lock. The 
simultaneous explosion of these charges will overthrow the gate. 

An elongated charge composed of two rows of petards, may 
also be placed across the gate in order to avoid the difficult task 
of producing too large a number of simultaneous explosions. If 
the gate of a carriage-way is very substantial it may be necessary 
to place at the bottom of it a sack containing 20 petards, 2.7 
kilograms [6 lbs.]. 

When melinite is not available, a sack containing 15 or 20 
kilograms [33 to 44 lbs] of gunpowder may he suspended against 
the center of the barrier at the level of the locking system. 

ABATIS. 

To break up an abatis, a charge of 25 kilograms [55 lbs.] of 
gunpowder is placed under the trunk of one of the trees without 
tamping. The same result may be obtained with a melinite 
charge of from 4 to 6 kilograms [9 to 13 lbs.]. It is better, 
however, to employ a charge of 12 kilograms [26 lbs.] of gun¬ 
powder and 2 kilograms [4.5 lbs.] of melinite. Breaches of from 
3 to 4 meters [10 to 13 feet] may be produced in this way. 

The charges are concentrated and attached to the end of poles, 
along which are wound Bickford safety fuzes whose lengths 
depend upon the distance of withdrawal. However, the placing 
of charges under the tree trunks is usually found to be too diffi¬ 
cult and resort must be had to primed and lighted charges thrown 
into the abatis. 


WIRE ENTANGLEMENTS. 

The destruction of wire entanglements with explosives is not 
advisable. The stakes can be broken only by attaching a petard 


EXECUTION OF DEMOLITIONS WITH EXPLOSIVES. 


55 


of melinite [.3 lbs.] to each one. The number of petards must be 
increased if they are only placed near the stake. 

TELEGRAPH LINES. i 

A girdle of petards arranged end to end is placed around 
the pole and one petard is detonated. After the pole has fallen 
the wires are cut and the insulators broken. A side charge of 
200 grams [4 lb.] is usually sufficient for an ordinary pole. Four 
petards [1.2 lbs.] are required for an iron pole. 

When the line is undergijound the cable should be uncovered 
and a charge of five petards [1.5 lbs.] detonated against it. 

ARTILLERY. 

A charge of four or five petards [1.2 to 1.5 lbs.] detonated in 
the bore and near the muzzle of a field piece will completely 
disable it. The effect is increased by plugging the muzzle with 
earth or clay or a few sods, through which the slow fuze of the 
detonator is passed. 

After lighting the fuze the party should withdraw to a distance 
of 400 or 500 meters, in the direction of the muzzle, unless means 
are available for covering the piece with a layer of fascines so as 
to avoid the possibility of flying fragments. 

Seven or eight petards [2.1 to 2.4 lbs.] detonated in the bore, 
will completely disable any piece. 

To temporarily disable a piece of artillery, the breach is opened, 
a petard inserted vertically in such a way as to lean against the 
hinge and the breach is partially closed so as to support the 
petard which is then detonated. 

IMPROVISED OBSTACLES. 

It is difficult to state the size of the charges of gunpowder or 
melinite that would be required to destroy improvised obstacles 
such as harrows, ploughs, spiked planks, wagons, rails, etc., heaped 
together to form a barricade. The method to be followed should 
be that indicated for conditions that most nearly approximate 
the case in hand. 


VEHICLES. 

A vehicle of any kind may be disabled by detonating a con- 


56 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


centrated charge of four petards [1.2 lbs.] applied to one of the 
axles. 


ICE. 

Either of the two following methods may be used to break up 
ice:— 

1. When ice is from .1 to .3 meters [4 to 12 inches] thick, 
place upon the surface a charge of one, two or three petards, [.3 to 
.9 lb.] depending upon the thickness, prime one of them and fire 
the charge. 

2 . Make a small hole in the ice and introduce a petard [.31b.] 
which should be inserted as far as the ice is solid and should be 
completely submerged in the water, taking care, however, to keep 
above the water the joint between the detonator and the fuze. 

In such work it is useless to fire several charges at the same 
time. It is better to use petards one at a time and the best results 
are obtained by gradually extending operations, each explosion 
producing results in the immediate vicinity of the parts previously 
attacked and following the line of rupture determined upon. 

An elongated charge of melinite petards placed end to end on 
the ice and tamped with sand or blocks of ice will break up a 
layer of ice as thick as .5 meters [20 inches]. 

HIGHWAYS. 

Travel over a highway may be interrupted for an appreciable 
time only by the destruction of bridges, whose demolition will be 
referred to hereafter. Indeed the damage done by blowing up 
the roadway with mines can generally be readily repaired and 
travel resumed by a few hours’ work of a temporary character. 
The interruption may, however, be serious if the road is destroyed 
on the side of a hill, in a deep cut, over marshy ground and, 
especially, at the crossings of water courses. 

When the road is on a side hill, mines should be placed towards 
the down-hill side. The charges for these mines is found from 
the formula, C =gh 2 (Fig. 26, Plate VIII) in which C is the weight 
of the charge of gunpowder in kilograms, h is the line of least 
resistance and g is a coefficient that depends upon the character 
of the soil and varies from 1.2 to 3.5. [For C in pounds and h in 
feet, g varies from .25 to .72]. 


EXECUTION OF DEMOLITIONS WITH EXPLOSIVES. 57 

The mines should be spaced at intervals equal to twice the 
line of least resistance and it is evident that the deeper are the 
the mines, the more complete will be the destruction. 

If the road is supported by a retaining wall the mines should 
be placed at a distance from it equal to § of the line of least 
resistance (Fig. 27, Plate VIII). 

If no portions of the road are on side hills, the parts in cuts 
or on embankments should be destroyed. More delay is usually 
produced by filling up a cut than by damage to an embankment. 

For destroying embankments, mines are used similar to those 
mentioned for side-hills, taking care to place the mines so that 
the line of least resistance (1) is towards the side slope that is to be 
destroyed. 

Parts of a road in cuts are rendered impassable by placing in 
both side-slopes mines that are spaced in the same way as described 
above and are located sufficiently deep to throw a considerable 
quantity of earth into the cut. The mines should preferably be 
placed in the revetted parts of cuts. 

To destroy a part of a road that is level with the ground, 
a series of mines is arranged in quincunx order at 6 meters inter¬ 
vals and at a depth of 3 meters They are placed in one or two 
rows, depending upon the width of the roadway. Damage of this 
character is efficacious only when extended over a considerable 
length of the road and for such work there should be selected a 
section that has impassable ground on each side (marshes, for 
instance). 

It is advantageous to fire all the mines simultaneously in 
order that the resulting destruction may be more complete. 

For rapid work these mines should be made with boring or 
drilling machines when possible, particularly as tamping may 
then be dispensed with. When pits or galleries are used, resort 
must be had to tamping that should be as complete as possible in 
the case of galleries. 


MINOR BRIDGES. 

In general it is undesirable to destroy minor bridges of spans 
less than 6 meters since it often takes less time to repair than to 
destroy them. 


58 THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 

A timber trestle may be destroyed by demolishing its supports 
with charges that are calculated by one of the three formulas that 
have been given for felling trees. In order to make repairs more 
difficult, the supports should always be broken off below the 
surface of the water, the fuze of the petard being invariably placed 
above water. 

Masonry culverts are destroyed by placing on the crown of the 
arch a concentrated charge of 1, 6 or 15 kilograms [2.2, 13.2 or 
33 lbs.] of melinite according as the thickness of the arch is .3, .6 
or .9 meters [12, 24 or 36 inches]. These charges should be 
covered or tamped with sand or earth and may be reduced one- 
half if placed in holes in the masonry. 

To destroy a metal bridge of small span and in which the 
T-irons do not exceed .3 meters [12 inches] in height, there should 
be placed on the outside of each beam and near the points of 
support a charge of five petards, arranged obliquely and extend¬ 
ing the full height of the beam. The charge should be firmly 
secured with wire, battens and wedges. 

Suspension bridges may be destroyed by cutting the metal 
suspension cables at one end with petards. 

BRIDGES AND VIADUCTS. 

The destruction of bridges and viaducts produces a serious 
interruption of lines of communication and is consequently the 
most efficacious means of impeding the enemy's movements. 

The roadway or the arches of a bridge are destroyed only 
when pressed for time since such parts are easiest to repair. The 
piers or supports should preferably be selected, with greater 
resulting injury. The piers are less difficult to demolish than 
the abutments, the supports of the bridge upon the two banks. 

TIMBER BRIDGES. 

When the bridges are very light, and have the roadway only 
1 or 2 meters above the water, as is generally the case with bridges 
built during campaigns, a charge of from 10 to 20 kilograms 
[22 to 44 lbs.] of melinite or of 50 kilograms [110 lbs.] of gun¬ 
powder submerged to a depth of 2 meters and placed against one 
of the trestles will generally be sufficient to throw down several 
bays. 


EXECUTION OF DEMOLITIONS WITH EXPLOSIVES. 59 

The supports may be broken either above the water with 
melinite or below the surface by submerged charges of melinite 
or gunpowder. It is better to place the charges below the surface 
of the water (at least .5 meters) in order to avoid the necessity of 
tamping and to make repairs more difficult. 

If the bridges are built upon piling, the powder charges should 
be placed between the piles at a depth of 2 to 3 meters. When 
so placed a charge of 50 kilograms [110 lbs.] of gunpowder will 
destroy a bent composed of three piles .24 meters [9.5 inches] in 
diameter and spaced 1.4 meters [4.0 feet] apart. 

When melinite is used the charge for each pile or support is 
determined separately, as in the case of trees and sticks of timber, 
from the formula C=10a/> in which C is the charge in kilograms 
and a and h are the breadth and width in centimeters.* 

To obtain simultaneous explosions electric fuzes and exploders 
should be used or the various charges should be connected 
together by the detonating fuze. 

The roadway may also he destroyed by placing 100 kilograms 
[220 lbs.] of gunpowder over the center of each of the beams that 
supports it, tamping the charge with earth or ballast. Such a 
charge will break down a bridge of any span. 

The floor-beams may also be broken with melinite, using the 
formula, C= 10a/), given above. The charge should extend the 
full height of the beam and must all be detonated simultaneously. 

If the bridge is built on rafts a charge of 25 or 30 kilograms 
[55 to 65 lbs.] of gunpowder, or half that amount of melinite, 
placed on the roadway over one of the rafts will be sufficient to 
destroy two bays. 

If the supports are of masonry, but of small thickness, they 
may be destroyed in the manner described for the demolition of 
isolated walls. If the masonry is heavy resort must be had to 
the methods given below for masonry bridges. 

MASONRY BRIDGES. 

PERMANENT ARRANGEMENTS. 

Preparations are usually made in advance for the demolition 
of masonry bridges. In such cases the mines are established in. 

* This is evidently an error and should read meters (see page 52). The corresponding 
formula, for C in pounds and a and h in feet is C=2 ah or C=.014ab, when a and b are 
expressed in inches.— 1 Translator. 


60 THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 

the piers for the reason that the destruction thereby obtained is 
much more complete. At the same time they should be placed 
as low as possible in order to increase the difficulty of making 
repairs. 

The permanent systems include powder chambers and shafts 
or galleries giving access to them (Fig. 28, Plate IX.). Each 
chamber has its corresponding shaft or gallery but sometimes 
two chambers are reached by the same shaft. In the latter case 
the chambers are placed at the two extremities of a gallery that 
extends horizontally from the bottom of the shaft. The walls of 
the shafts and galleries are provided with grooves or recesses to 
receive transverse pieces of timber that are intended to increase 
the resistance of the tamping. The latter can not be made too 
solid. 

Access is had to these systems through a shaft with an entrance 
on one side of the roadway. In foreign countries powder chambers 
are sometimes found that communicate with the exterior only 
through a straight passage that does not permit of tamping. 

The size of charges is not considered here since it is posted 
near each mine chamber. 

IMPROVISED ARRANGEMENTS. 

General Remarks .—If no preliminary arrangements have been 
made the demolition of a bridge will require a great deal of time 
unless access can be had to open spaces that have evidently been 
left in the spandrels. It will otherwise be necessary to attack 
either the piers, abutment or arches. Their destruction may be 
accomplished by the use of gunpowder or high explosives but 
preferably by the latter. 

DESTRUCTION OF PIERS. 

Piers may be destroyed with gunpowder by using ordinary 
mines placed on the center line of the pier and as far as possible 
below the springing line of the arch. The number of mine 
chambers is determined by fixing upon a common radius of 
rupture for all of them and by placing their centers at such 
intervals that the circles of rupture described about these points 


EXECUTION OF DEMOLITIONS WITH EXPLOSIVES. 


61 


will intersect outside of the pier, or will intersect at least in the 
faces of the longest sides. The corners of the pier should fall 
within the interior of the circles of rupture of the outside mines. 
A simpler method may be used and the pier may be divided into 
lengths of at least 3 meters [10 feet] and not more than 6 meters 
[20 feet] At the center of each section should be placed a mine 
whose charge is calculated in the same way as for an isolated 
wall. The amount of gunpowder necessary may be estimated at 
about 25 kilograms per linear meter [17 lbs. per linear foot] of 
pier. The mine chambers are excavated by the use of galleries 
which are located and excavated in the same manner as has been 
described above for isolated walls. 

Less time will generally be required if piers are destroyed by 
melinite petards. In such cases a platform is suspended from 
the pier or built upon boats. The use of melinite dispenses with 
the necessity of placing the charges at the center of the pier and 
permits of good results with very light tamping. 

When the pier has a thickness less than 1.5 meters [5 feet], it 
is better to place an elongated charge horizontally along one face 
and as low down as possible. The formula used in this case and 
when the charge is merely placed in contact with the pier is,* [1] 
C=10E 2 , in which C is the charge, in kilograms of melinite per 
linear meter and E is the thickness over all of the pier. If the 
charge is placed in a groove having a depth of .15 meters [6 inches], 
the proper formula is,* [2] C=5E 2 . 

For piers having a thickness greater than 1.5 meters [5 feet] 
it is necessary to employ concentrated charges located entirely 
within the masonry and tamped. The charges for such mines 
are calculated from the formula,* [3] C = 5h 3 , in which h is the 
dis ance of the charge from the most distant face of the pier, the 
distance between any two mines being 2 h. Simultaneous explos¬ 
ions are obtained by using the detonating fuze. 

DESTRUCTION OF ABUTMENTS. 

The most expeditious method of destroying bridge abutments 
is to establish mine chambers by using a miner’s drill, the chambers 
being located about .4 meters [16 inches] from the interior face 

* For C in pounds and E in feet these formulas become [1] C=.6E, [2] C=.3E, [3] 
C=.3h 8 , [4] C=1.2E 8 and [5] C=.022E 8 .—Translator. 


62 THE DESTRUCTION OF OBSTACLES IN CAMPAIGN, 

of the abutment, for the reason that the formation of these chambers 
is somewhat difficult in direct contact with the masonry (Fig. 29, 
Plate VIII). 

The powder charge is calculated from the formula,* [4] 
C=20E 3 , in which E is the thickness of the masonry. Ordinarily 
two mines are employed, one being placed in each of the angles 
formed by the face and the two wings of the abutment (Fig. 30, 
Plate VIII). 

When sufficient time is available the mine chambers are 
placed against the interior face of the abutment as low down as 
possible and tamped with earth or, if possible, buried in the 
masonry itself. In such cases the rules laid down above for 
retaining walls should be followed. 

When gunpowder is not available elongated charges of melinite 
should be placed at the bottom of a trench, excavated behind the 
abutment wall and carried along its entire length. The earth 
excavated from the trench will serve for tamping (Fig. 31, Plate 
VIII). In such cases the charge per linear meter is calculated 
from the formula,* [5] C = 1.25E 3 . The method and the formula 
given above for piers less than 1.5 meters thick may also be 
employed. 


DESTRUCTION OF ARCHES. 

To destroy the arches of a bridge a trench at least .5 meters 
deep should be excavated above the center of the arch and 
charged with 150 to 200 kilograms [330 to 440 pounds] of gun¬ 
powder, that should be tamped with earth, stone, ballast, rails, 
etc. The charge should be increased near the parapets, where 
the resistance of the masonry is the greatest. 

The charge of gunpowder may be replaced by an elongated 
charge of 7 kilograms of melinite per linear meter [4.5 pounds 
per linear foot]. It is advisable to make at intervals of 2 meters 
small trenches, perpendicular to the main trench and about 1.5 
meters long, charging these transverse trenches also with melinite. 
The formula,* [3] C =5h 3 , may also be used. 

When time is pressing, an arch of a bridge may be destroyed 
by placing under the intrados a charge of 300 or 400 kilograms 


* See foot-note on page 61. 


EXECUTION OF DEMOLITIONS WITH EXPLOSIVES. 63 

[(360 to 880 pounds] of gunpowder, supported in any practical 
manner in contact with the arch. A charge of 50 kilograms 
[110 pounds] of melinite will produce an equal result. 

An arch may be broken down at the haunches or at the center 
by high explosives without tamping. In such cases the formula, 
* [6] C=">0/t 3 , is applicable to concentrated charges and the 
formula,* [7] C = 10/^ 3 , gives the amount per linear meter for 
elongated charges. 

The powder may also be simply placed in a pile upon the 
pavement of the bridge above the center of the arch. Three piles 
of 100 kilograms [220 pounds] each will destroy an arch having 
a thickness of 2 meters at the center. The charges should be 
covered with balks, planks, sandbags, etc., so as to form a light 
tamping. The three separate piles must be exploded simultane¬ 
ously. 

When but a small amount of gunpowder is available, two 
trenches should be excavated at the haunches of the arch and 
carried down to the extrados. At the bottom of one of these 
trenches two or three mines, each containing 12 to 15 kilograms 
[2J to 33 pounds] of powder, should be placed and tamped with 
any available material. 

IRON AND STEEL BRIDGES. 

TRUSS BRIDGES. 

The use of gunpowder requires very large charges and a heavy 
tamping that is difficult to realize in campaign. For these 
reasons high explosives are exclusively used for the demolition 
of iron and steel bridges. In destroying such bridges the trusses 
are generally selected as the point of attack. It is necessary to 
break all of the longitudinal pieces in one cross-section of the 
truss but the web members may be neglected. In practice it is 
customary to make the break obliquely, in the form of a scarf, in 
order to facilitate the fall of the girders after the explosion. 
Points should be selected where the metal is thinnest and where 
the ends of the fallen truss will not be serviceable as supports for 
subsequent repairs. The selection of the cross-section is based 
upon these principles. 

* For C in pounds and E in feet these formulas become [6] C=3?i3 and [7] C=.187i3.— 
Translator. 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN, 


64 


The cross-section of rupture should be located 1 or 2 meters 
from the points of support (abutments or piers), for the reason 
that at the ends of the bridge the metal is generally thinner and 
the charges can be more readily placed. 

In any cross-section of rupture the charge should be varied 
from point to point according to the character of the metal, its 
thickness and as to whether the plates have a full section or are 
riveted. As a general rule, the number of petards in each element 
of a charge designed to break a plate of steel or iron will be equal 
to the thickness of the plate in centimeters. The following table 
gives a general idea of the number of petards required :— 

Thickness over rivets, 1 c.m. 2c.m. 3 c.m. 4c.m. 5c.m. 


No. of rows of petards, 


f iron, 
\ steel, 


1 

1 


3 5 8 14 

4 6 10 16 


Charges should be placed as closely as possible in contact with 
the metal. The heads of rivets should be blown off, since it will 
otherwise be necessary to add the thickness of these rivet heads 
to that of the metal. Moreover, all charges should be as well 
covered as possible with planks to form a tamping. 

Thegeneral formula for breaking pieces of metal is, C=.0003a/> 2 . 
in which a is the smaller dimension, in meters, of a rectangular 
cross-section of the piece, and b is the larger. The length of the 
charge should be equal to b 2 (sic). 

To obtain the complete rupture of a beam all the elements of 
the charge should be detonated simultaneously and should there¬ 
fore be connected by rows of petards or by a detonating fuze. If 
explosives are not available the piers or abutments may be 
destroyed, but in such cases the trusses remain intact and repairs 
may be easily made. 


SUSPENSION BRIDGES. 

The towers supporting the cables of a suspension bridge may 
be blown down with petards, following the methods described 
above for the destruction of masonry bridges. The cables or 
chains may be also cut with melinite, and the size of the charge 
may be determined from the formula, C=3d 3 , in which C is the 
charge in grams and d is the diameter of the cable in centimeters. 







execution of demolitions with explosives. 


B5 


RAILROADS. 

Since railroads are employed almost exclusively for strategic 
communications alone there is little gained in field operations by 
causing interruptions of traffic of only short duration. Neverthe¬ 
less, the destruction of the roadbed proper by explosives may 
prove to be of great .service in many cases. These damages may 
include the blowing up of a bridge, the destruction of consider¬ 
able length of the roadbed or of special points, such as junctions 
and crossings. 


RAILS. 

Two petards will be sufficient to break a rail of either iron or 
steel and of any shape. 

These breaks may be made either single or double, depend¬ 
ing upon the amount of time available and the orders received 
relating to the work. In making a single break the location of 
the charge should be first prepared by uncovering the rail in the 
space between two consecutive cross ties. Two petards should be 
then placed lengthwise, one upon the other, and applied closely to 
the web of the rail immediately above the base (Fig. 32, Plate IX), 
They should be firmly secured in this position by a lashing 
around the rail, by ballast or by any other means, particularly in 
the case of double-headed rails. One of the petards should be 
primed with a slow fuze a nd the tamping com pleted by covering the 
charge and a part of the Bickford fuze with earth. After having 
ignited the fuze the party should withdraw about 100 meters up 
the track. The break will be about .4 or .5 meters in length. 

When the rails are of the T-head pattern the rail and a cross 
tie can be both broken at the same time by applying to the rail, 
immediately above the tie, a charge of four petards formed by the 
superposition of two charges such as have just been described, 
firmly lashed together. The tie will be cut and the break in the 
rail will be about 1 meter long. 

The damage produced by a single break is not always suf¬ 
ficient, however, to cause a derailment and it is better therefore 
to make two single breaks, that is to say, a double break. This is 
accomplished by placing on opposite sides of the same cross tie 
and at a distance of 1.5 meters from each ot her two charges of two 


66 


the destruction of obstacles in campaign. 


petards each. One of these charges is placed on the interior of 
the rail and the other on the exterior (Fig. 33, Plate X). The 
two charges should be connected by a detonating fuze and only 
one of them need be primed. In this manner two single breaks 
are produced simultaneously and about 1.8 meters of the rail 
will be destroyed. Two charges, placed as just described, consti¬ 
tute a couple de cavalerie. 

If detonating fuze is not available the two charges should be 
primed with fuzes that should be of the same length and that 
should be lighted at the same time. It is also essential to firmly 
secure the charges against the rail, since a failure of the two 
charges to explode simultaneously might lead to the displacement 
of the slower charge and a material decrease in its effect upon 
the rail. 

When a more extensive destruction is desired a couple of two 
charges, each composed of two petards, may be placed on each side 
of a rail joint as has just been described, and the operation may 
be repeated at the next joint. With T-headed rails two charges 
of four petards each may be used for breaking simultaneously both 
the rail and the tie as has been described above. The two charges 
should be placed upon two ties that are not adjacent to each 
other. 

TRACK DEMOLITIONS. 

A single break of a track is obtained by placing opposite each 
other upon both lines of rails two of the charges previously 
described for single breaks. 

A double break is effected by two double break charges (Fig. 
34, Plate X). In both cases one charge only is primed, but the 
two charges are connected by a detonating fuze. 

FOREIGN RAILROADS. 

The methods described above for producing single and double 
breaks of rails and tracks may be applied to foreign systems. 
Some foreign tracks are, however, more difficult to destroy than 
the French railways. It will be necessary, therefore, to sometimes 
substitute for charges of two petards larger groups of three, four or 


EXECUTION OF DEMOLITIONS WITH EXPLOSIVES. 67 

five petards properly placed. It will always be necessary to 
determine the size of the charges required from the character and 
solidity of the roadbed in each particular case. 

DEMOLITION OF A LENGTH OF TRACK. 

The destruction of a considerable length of track may be 
accomplished by placing upon each line of rails at every third 
joint a couple of charges so arranged that each couple includes 
a rail joint. These joints should not be opposite each other (Fig. 
35, Plate X). Ten couples arranged in this manner will damage 
the track over a distanee equal to 15 rail lengths. All of the 
charges should be connected together by a detonating fuze, only 
one end of which need be ignited. 

If a detonating fuze is not to be had, each couple should be 
primed with a Bickford fuze whose length should be sufficient to 
give the men ample time to withdraw, and should be such as 
to make the explosions absolutely simultaneous. 

A working party of 12 men can do this work in 15 minutes. 

CROSS TIES. 

When a cross tie is to be broken the ballast should be removed 
from it at the point selected for placing the charge. The charge 
should consist of four petards and be placed against the rail. 

To cause a double break (two cross ties)two charges, composed 
of four petards each, should be placed along the inside of the rail 
upon two ties that are not adjacent to each other (Fig. 36, Plate X). 
The ballast should be removed from beneath the tie directly 
under the charge. The explosion of these charges will destroy 
the two ties on which they are placed and will produce a break 
2.4 meters long. If the track is laid with double headed rails 
the chairs will prevent the charge being placed in contact with 
both the rail and the ties. A charge of four petards will break 
the tie and the chair but will leave the rail intact. 

SPECIAL POINTS. 

A switch may be destroyed by placing a charge of two petards 
between and in contact with the moveable rail of the switch and 
the rail of the main line. The destruction may be made com¬ 
plete by breaking the switch lever with 1 petard (Fig. 37, Plate XI). 


68 THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 

A railroad frog may be destroyed by detonating simultan¬ 
eously two charges of 3 petards each, one of the charges being 
placed at the point of the frog and the other at the angles of the 
guard rails that enclose this point. 

Both tracks at a junction point may be destroyed bv placing 
three or four petards between the wing rails and the point of the frog 
(Fig. 38, Plate XI), at the point where the thickness of metal is 
double that of the rail. Two other charges of two petards each 
should be applied in the usual manner to the adjacent rails at the 
point where these two rails have the least distance between them. 

A turntable may be destroyed by rotating it slightly so that its 
rails are not in line with those of the track and,-after raising a part 
of the floor, detonating a charge of two petards upon the roller 
ring or a charge of four petards in contact with the axis of the table. 

A rotating draw span may be destroyed by a charge of two 
petards placed upon a pinion, cog wheel, the rollers or the roller 
ring. 

The Saxby maneuvering mechanism, the signals, etc., may be 
broken by a charge of one or two petards. The fixed part of the 
signals may be disabled by a petard.placed upon the axis of 
rotation. The damage may, however, be limited to cutting the 
connecting wire or chain, by means of which the disk is operated 
from a distance, and by removing this mechanism. 

ROLLING STOCK, ETC. 

The detonation of 1 petard placed against the plates of a tank 
will be sufficient to cause a break at the point of contact and to 
make a hole having a diameter of .1 meters. The rifle bullet, 
model of 1886, will also penetrate such plates. 

To disable entirely these tanks the valve mechanism should 
be destroyed. This may be ordinarily accomplished quickly by 
breaking the cover to the chamber in which this valve is placed 
under the tank. Two petards will also be sufficient, if properly 
placed, to break the elbow between the valve and the standpipe 
or the supply and discharge pipes. 

The character of the work to be done in disabling a locomotive 
will depend upon whether the damage is to be only temporary or 
is to be more serious. In the first case it will only be necessary 


EXECUTION OF DEMOLITIONS WITH EXPLOSIVES. 


69 


to burst several boiler tubes by detonating in each tube one petard 
if the machine is cold, access being had to these tubes through 
the door upon the front of the locomotive. 

Better results may be obtained by breaking a connecting rod 
with a charge of three petards, and this damage can be accomplished 
even when the machine is fired up. The throttle valve or the 
injector may also be destroyed by a charge of two petards. 

In the second case each connecting rod should be. broken by 
four petards placed upon the crank bearing. The cylinders should 
be destroyed by a charge of five petards placed in close contact 
with them at some point, and petards should be detonated upon 
the eccentrics of the valve gear, lubricators, springs, suspension 
rods, etc. 

A tender may be disabled by rupturing the water tank with 
one or two petards placed on each side or on the stems of the feed 
water valves. A carriage may be disabled by detonating three 
petards placed between the axle box and the band that holds 
together the leaves of the spring. One petard will break an axle 
or a coupling hook. 

GENERAL REMARKS UPON THE DESTRUCTION OF RAILROADS. 

As has been previously stated, special or particular points 
should be selected for demolitions, such as:— 

1. Exterior rails on curved sections, where the centrifugal 
force will naturally tend to produce a derailment. 

2. Deep cuts, for the purpose of producing a considerable 
obstruction when a derailment takes place. 

3. Turnouts, junctions and crossings. 

4. Turntables and switches. 

Without destroying important bridges or tunnels such damage 
may be done as will require a great deal of time for repairs, and 
during this time the service of the road will be suspended. Minor 
demolitions are always employed at the beginning of a campaign 
in order to hinder the concentration of troops and later on are 
used for the purpose of preventing quick access to a point that 
requires protection, a tunnel that should be preserved or a station 
occupied as a post. They are, therefore, a sort of accessory defense 
and a means of preventing surprises. 


70 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


TUNNELS. 

Serious interruption of railroad traffic can be accomplished 
only by the destruction of tunnels and important bridges, whose 
repair or replacement will be difficult and require much time. It 
is ordinarily impossible to use high explosives for the destruction 
of tunnels, on account of the large quantity that would be required. 
Should such explosives be used, however, the amount of the 
charge may be determined from the formula, C=4H 3 , in which 
H is the distance in meters from the charge to the interior face of 
the tunnel. Even with gunpowder it is possible to only partially 
destroy tunnels with improvised works, especially when they are 
excavated through rock. The damage is therefore generally 
limited to blowing up the portals, the most accessible parts. 
Under stress of circumstances the work may be even restricted to 
the destruction of the portal furthest from the enemy, thereby 
requiring him to travel the entire length of the tunnel in order 
to clear the obstructed end. 

The speediest demolition with improvised works may be 
obtained by placing three mines, the first of which should be 
charged with 1,000 kilograms and located above the arch, 20 or 
25 meters from the face of the portal and 6 meters from the 
intrados of the tunnel. The other two, containing 600 kilograms 
each, should be placed behind the two side walls, 15 or 20 meters 
from the face of the portal, 4 meters above the rail and about 5 
meters from the interior face of the walls. These are known as 
mines for partial demolitions (Fig. 39, Plate XI). 

Mines for total demolitions are located well within the tunnel 
and include five charges, of which four contain 600 kilograms 
each and are placed behind the side walls, while the fifth contains 
1,000 kilograms and is placed above the arch (Fig. 40, Plate XI). 

A charge of 10,000 kilograms of gunpowder may also be placed 
underneath the tunnel near its central point and close to the lin¬ 
ing. Such a charge may be replaced by 2,000 kilograms of melinite. 

A temporary obstruction may be produced by dropping into 
the air shafts any material that may be readily accessible. 


HOUSES. 


A house of ordinary size may be demolished by placing on 


EXECUTION OF DEMOLITIONS WITH EXPLOSIVES. 71 

the ground floor a charge of melinite amounting to 500 grams 
per cubic meter of interior contents, all of the openings having 
been closed. This charge may be placed in one or more heaps, 
depending upon the arrangement of the house. When several 
charges are used they should be exploded simultaneously. 

Elongated charges of 1,500 kilograms per linear meter may 
also be used at the foot of the partition walls or the panels 
between openings. All openings should also be closed in this 
case. 

The walls may also be breached from the outside by an 
elongated charge of 4 kilograms of melinite per linear meter. 
When gunpowder is used, with a limited supply of powder and 
plenty of time, the charges should be placed in the panels between 
openings and their size determined by the formulas previously 
given for isolated walls. If, on the contrary, there is plenty of 
powder available and very little time, the charge necessary for a 
total demolition is determined and mine chambers are dispensed 
with. After determining the charge in this manner, it is increased 
by one-half and placed in a cellar or on the ground floor in several 
heaps connected by trains of powder. All the openings should 
be closed. The amount of the charge can also be calculated in 
this case by dividing the length of the front and side walls by 6 
or 8 times the thickness, e, of the thickest of these walls and 
multiplying the quotient by a weight equal to 22e 3 . When the 
walls are thick or the buildings arched the mines should be placed, 
as previously described for isolated walls, in the foundations under 
the corners and the panels between openings. Shafts may also be 
excavated to a point below the foundations. 

The walls may be also breached from the exterior by placing 
along the foot of them sacks of powder forming a charge of 15 to 
20 kilograms per linear meter. The destruction of a group of 
houses may be effected by using fire in connectien with large 
amounts of gunpowder. 

FIELD WORKS. 

To destroy rapidly a field work of which we have control it is 
necessary only to prepare in the parapet a mine with a chamber 
large enough to contain 150 kilograms of gunpowder. 


72 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


INFERNAL MACHINES. 

The destruction of the enemy’s bridges when it is not possible 
to get near to them may be attempted by setting adrift in the 
current of the stream either infernal machines or buoyant mines 
containing explosive charges and so designed as to explode the 
instant they reach the bridge. Different methods are employed 
to fire the charge. One of the simplest methods is to use a form 
of alarm clock so arranged as to release at the proper moment 
a spring placed above a percussion cap. Use may be also made 
of a rod attached to the machine in such a way that it will 
oscillate upon striking the flooring of the bridge, the oscillation 
being transmitted is such a way as to fire the charge. 

In another method two casks are placed one within the other 
with an interval between them that is filled with potters’ clay or 
some other impermeable material. The gunpowder or other 
explosive for the destruction of the bridge is placed within the 
inner cask. The charge is provided either with a detonator 
primed with a Bickford fuze or with a slow fuze. 

All of these machines have the disadvantage of being easily 
avoided by means of booms or pile barricades that deflect them 
from the bridge, or by guard boats that perform the same duty. 

Works of this character can, moreover, be prepared at leisure, 
and there is no necessity of going further into the subject at this 
time. 


WORKS FOR THE IMPROVEMENT OF NAVIGATION. 

Should it become necessary to interrupt navigation upon a 
stream it may be accomplished by destroying, in the method 
previously described, the various works used for its improvement, 
such as dams, weirs, dikes, locks, etc. Navigation may also be 
obstructed by sunken boats, booms and other obstacles of the 
same character. Obstructions of the latter character may be 
removed by means of torpedoes or submerged mines when navi¬ 
gation is to be resumed. 


AUTOMATIC MINE. 

The insurgents in Cuba employed a very simple machine for 
automatically exploding a mine under a moving train. The 


EXECUTION OF DEMOLITIONS WITH EXPLOSIVES. 


following description of this machine, known as the Roque torpedo, 
is taken from the Memorial de Ingenioros of February, 1898. It 
was successfully used on several occasions. 

A ratchet wheel, R, is mounted loosely upon an axis formed 
by a flat headed wood screw, V, and within a wooden box with a 
moveable cover (Fig. 41, Plate XII). The rod, T, carries a pawl 
and has a motion in a groove parallel to the plane of the wheel, 
the spring, C, opposing the motion of the rod and pawl. The 
passage of the car wheels in succession over the rod, T, gives it a 
reciprocating rectilinear motion that is transformed into a pro¬ 
gressive rotation of the ratchet wheel, R, by means of the pawl, 
I). When this wheel has advanced a certain number of teeth, 
the lug, E, comes in contact with the trigger, F, and depresses it, 
releasing the catch, G, of the firing pin, P, which is driven by a 
spiral spring against the primer, I. The explosion is communi¬ 
cated to a charge placed under the ballast. 

The machine can be regulated so as to produce the explosion 
after the passage of n wheels. For this purpose the teeth of the 
ratchet wheel are numbered from a point corresponding to the 
lug, E. Before the explosion can be produced the wheel must be 
revolved so as to bring the tooth marked n opposite the end of 
the catch, G. 

To the top of the box is secured a strap of iron that is bent up 
at both ends so as to enclose the base of the rail, to which it is 
attached by means of a wedge (Fig. 42, Plate XII). 


74 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


CHAPTER VI. 

CONCLUSION. 

THE IMPORTANCE OF DEMOLITIONS. 

As a general conclusion, 'it must be acknowledged that the 
destruction of obstacles in campaign will he of more importance 
than heretofore, mainly for the reason that high explosives have 
rendered more easy the execution of demolitions on a very large 
scale. It should, however, at the same time be stated that the 
necessary steps have not been generally taken, for making avail¬ 
able the means necessary for executing these demolitions with 
modern methods. 

Indeed, reference has been previously made to the fact that in 
the infantry and cavalry only special men in very limited numbers 
receive suitable instruction in this work and that the means for 
this instruction, explosives, are too parsimoniously issued. 

Moreover, the general rules and the principles to be followed 
in such work are too vague and too widely scattered. Under 
article 108 of the regulations for troops in campaign, and under 
the provisional instructions of December 24, 1896, for cavalry in 
campaign, a detachment commander who is entrusted with the 
execution of a demolition divides his detachment into two parts 
upon arriving at the given location, but no information or general 
instructions are given with regard to the disposition to be made 
of these two parties. The most important of these two parties is 
entrusted with the security of the command and the other with 
the execution of the demolition, in which it must act according to 
circumstances. 


EXECUTION OF DEMOLITIONS WITH EXPLOSIVES. 


75 


PRACTICAL KNOWLEDGE. 

It is important, therefore, that detachment commanders should 
be informed as to the results that may be obtained with the means 
at their disposal and as to the methods to be followed in executing 
demolitions that may be entrusted to them. It is essential that 
all officers should be as fully informed as possible upon the effects 
of explosives and of the methods of executing demolitions, but it 
is still more important that they should have such practical 
experience in this work as will create a personnel thoroughly 
trained in its supervision as well as in its execution. Operations of 
this character should be as familiar as any other drill and to the 
largest possible number of men. They occur almost every day 
during a campaign and it is necessary that they should be 
executed readily, acting according to circumstances , and with the 
widest possible previous study of all of such circumstances as are 
apt to be found in actual service. 

For these reasons and for assuring the instruction of the men, 
Austria requires the execution annually by each company of 
engineers and of pioneers of a drill for the demolition of an iron 
bridge under campaign conditions, using simulated charges and 
appliances. Moreover, each instruction district is provided with 
wooden models of various types of iron bridges with charges and 
firing connections in place, but all of full size. 

This system should be followed for all troops that may be 
required to execute demolitions in order that they may become 
acquainted with conditions approaching as nearly as possible to 
those with which they will actually have to do and at no great 
resulting expense. Nevertheless, actual practice is indispensable 
and this has been very efficiently provided for cavalry regiments 
which have at their disposal the necessary material for instruction 
in barracks and during maneuvers and are also provided with 
petards, detonators, etc., for executing annually the actual firing 
of charges. 

DISTINCTIONS TO BE MADE AS TO DEMOLITIONS. 

In conclusion it is essential to note the following marked 
differences in the different demolitions that may arise in 
campaign:— 


76 


THE DESTRUCTION OF OBSTACLES IN CAMPAIGN. 


1. Demolitions of slight importance and of daily occurrence, 
such as the cutting of a highway or railroad, the re-establishment 
of communications, the breaching of a line of works requiring 
very few men, the placing of a few charges under conditions of 
little difficulty and such as can be executed by troops of all arms 
who have been previously and suitably instructed in this special 
work. 

2. Demolitions of important structures and which can be 
executed only by engineer troops or at least under the direction 
of engineer officers. 

As a matter of fact, the first are much more common, but cases 
may arise in which the troops entrusted with their execution have 
not the necessary facilities. For instance, a cavalry scouting party 
may not be equipped for the execution of important demolitions 
in advance of the army. It would therefore become necessary to 
attach to them at such times detachments of engineers provided 
with the necessary appliances and the speediest means of trans¬ 
portation for reaching the desired points. There should perhaps 
be organized for such work either mounted detachments of engi¬ 
neer pioneers or at least bicycle detachments. 

An endeavor has been made to group together and to properly 
arrange in the best possible manner everything relating to this 
important question of demolitions, making use of all official and 
other documents that have appeared upon the subject. A close 
study of the subject has made it apparent that while a great deal 
of attention has been given to the means of reaching a solution 
there is room perhaps for improvements in the equipment of 
existing organizations by the addition of many indispensable 
adjuncts. A pronounced advance in this direction has been 
made for cavalry regiments, and very benefical results would no 
doubt be had by extending the same facilities to the infantry. 




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No. 5. 

OCCASIONAL PAPERS, 

ENGINEER SCHOOL OF APPLICATION, 
UNITED STATES ARMY. 


REPORT 


OF 


LIEUTENANT W. G. CAPLES 

CORPS OF ENGINEERS, U. S. ARMY, 


UPON 

THE CONSTRUCTION 

OF 

THE CALAMB A-B ATANGAb ROAD, 

LUZON, P. I. 


PRESS OF THE ENGINEER SCHOOL OF APPLICATION, 
WASHINGTON BARRACKS, WASHINGTON, D. C. 
- 1903 - 






No. 5. 

OCCASIONAL PAPERS, 

ENGINEER SCHOOL OF APPLICATION, 
UNITED STATES ARMY. 


REPORT 


LIEUTENANT W. G. CAPLES 

CORPS OF ENGINEERS, U. S. ARMY, 


UPON 


THE CONSTRUCTION 


THE CALAMBA-BATANGAS ROAD, 

LUZON, P. I. 


PRESS OF THE ENGINEER SCHOOL OF APPLICATION, 

WASHINGTON BARRACKS, WASHINGTON, D. C. 
- 1903 - 






REPORT OF LIEUTENANT W. G. CAPLES, CORPS OF 
ENGINEERS, U. S. ARMY, UPON THE CONSTRUCTION 
OF THE CALAMBA-BATANGAS ROAD, LUZON, P. I. 


Bay, Laguna Province, P. I., 
April 8, 1903. 


Brigadier General G. L. Gillespie, 

Chief of Engineers, U. S. Army, 

Washington, D. C. 

(Through Military Channels. ) 

GENERAL: —In accordance with the instructions of your letter of 
July 11, 1901, I have the honor to report the completion of the 
Calamba-Batangas road. 

DESCRIPTION OF THE COUNTRY. 

1. The country through which this passes is a high ridge between 
the Loboo Mountains, the Lipa Mountains, and Mount Maquiling, on 
one hand, and Lake Taal on the other. This ridge rises from the 
Laguna de Bay for a distance of 20.5 miles, where it is 1160 feet above 
sea level, and then falls for 19 miles to sea level at the Bay of Batangas. 
Its general configuration is a series of short plateaus, connected by sharp 
slopes and intersected by deep ravines. 

2. The soil is volcanic ashes and sand to a depth of over two hun¬ 
dred feet. No ledges of stone exist, save in the mountains, which are 
inaccessible for wheeled transportation. 

3. From June to December is the rainy season. The soil becomes 
a mass of sticky mud through which wheeled transportation can not be 
used. Work during these months is almost impossible. Earth work 



2 


done in this season inevitably fails. From December to June is the dry 
season. The almost total absence of rain during these months is scarcely 
less objectionable than the excess of rains in the rainy season. During 
the dry season the roads are full of impalpable dust. Newly graded road 
becomes dust and the earth will not pack. At the time work on this road 
opened, there was nothing in Batangas or Laguna Provinces worthy of 
being called a road. 

PROJECT. 

4. To build a road from Laguna de Bay, through the towns of 
Calamba, Santa Tomas, Tanauan, Lipa, San Jose, and Batangas, to the 
Bay of Batangas. Work was pursued under the authority of the Division 
Commander, with funds appropriated by the U. S. Philippine Com¬ 
mission. No records of this work, previous to May, 1901, are in this 
office. Data, previous to September 7, 1901, except for the work done 
on the section from Laguna de Bay to Tanauan, from May, 1901, to 
September 7, 1901, are only approximate. The length of the road is 
39.5 miles. 


HISTORY OF WORK ACCOMPLISHED. 

5. Work opened about October 1, 1900, with 1st Lieutenant 
S. A. Cheney, Corps of Engineers, with a detachment of Company B, 
1st Battalion of Engineers, at Calamba, P. I., with funds appropriated by 
the U. S. Philippine Commission, for the Calamba-Nasugbu road, 
$150,000 Mexican. Lieutenant Cheney was assisted by 1st Lieutenant 
W. H. Raymond, Artillery Corps, and later by 2d Lieutent W. H. Lee, 
Corps of Engineers, and 2d Lieutenant W. G. Caples, Corps of Engi¬ 
neers. On May 27, 1801, Lieutenant Cheney was ordered relieved and 
left in local charge, at Batangas, Lieutenant Raymond; at Lipa, Lieuten¬ 
ant Lee; at Calamba, Lieutenant Caples. The untimely death of Lieu¬ 
tenant Lee caused Mr. W. J. Kipp (late Captain, 11th Cavalry, U. S. V.), 
to be placed in local charge at Lipa. Captain William W. Hartz, 
Corps of Engineers, relieved Lieutenant Cheney in September, 1901, 
and directed Lieutenant Caples to take local charge of the entire road, 
September 7, 1901. A detachment of Companies E and H, 2d Battalion 
of Engineers, relieved the detachment of Company B, on September 
28, 1901. First Lieutenant George B. Pillsbury, Corps of Engineers, 
relieved Lieutenant Caples of local charge from January 27, 1902 to 
January 31, 1903. 

6. During the year 1900, laying out, clearing, grading and ditching a 
new line fronYthe road from Calamba to Tanauan was done. During the year 


3 


1901, the road was completed from Laguna de Bay to Tanauan, and from 
the Bay of Batangas to Batangas. 3.5 miles of grading, ditching and tufa 
surfacing were put in by Lieutenant Raymond, between Batangas and 
San Jose. The surfacing and a good share of the ditching, between 
Batangas and San Jose, failed during the rainy season, requiring rebuilding 
the next year. 7.5 miles of ditching and grading, and 2 miles of tufa 
surfacing were placed by Mr. Kipp, between Lipa and San Jose. This 
entire section failed totally during the rainy season. Traffic, over the 
sections which failed, was maintained by corduroying the worst parts of 
the road. 

7. During the year 1902, the section from Laguna de Bay to Tanau¬ 
an was maintained in good order. The grading and ditching of the 
entire road was completed. A tufa fill, from San Jose to Lipa, was com¬ 
pleted, in order to permit work during the rainy season. 6 miles and 
595 yards of metalled road were built between Tanauan and Lipa. 
5 miles miles and 1538 yards of metalled road were built between Lipa 
and San Jose, and the road from Batangas to San Jose, 9 miles, was 
completed. 

8. During the year 1903, the road was completed on March 20, by 
building 3 miles and 1165 yards of metalled road between Tanauan and 
Lipa, and 1 mile and 1102 yards of metalled road between Lipa and 
San Jose. 

BRIDGES AND CULVERTS. 

9. All the principal bridges were built by the Spaniards, prior to 
the American occupation. A number of culverts were built at the same 
time. All these bridges and one culvert were repaired. One bridge of 
25 feet span was placed. This bridge was built on stone abutments and 
a central pier. The roadway was composed of plate girders, taken from 
a ruined bridge, and floored with plank. Culverts were of three types: 
first, a box culvert with grouted floor and stone walls, topped with creo- 
soted pine; second, a buried cement pipe, 12 inches in diameter; third, 
wooden box subdrains. In all, one bridge and sixty-six culverts were 
installed, and five bridges and one culvert were repaired. 

MATERIALS USED. 

10. In this section of the islands there is scarcely anything which is 
used for road building in the United States. Everything which gave 
promise of being good was tried. 

11. Creosoted Oregon pine and native woods were used for flooring 
bridges and culverts. The side walls of culverts were built of tufa 


4 


blocks, called adobe stone. The floors of culverts were of crushed, 
grouted, and tamped tufa. Portland cement was used in constructing 
culverts and bridges. 

12. For road metal, many materials were tried. The list includes 
tufa (or adobe stone), river pebbles, sand from the San Juan River, pit 
sand, and coral. The construction was varied by mixing these materials. 

METHODS OF CONSTRUCTION. 

13. The culverts of stone and wood, box type, were constructed by 
laying a floor of well tamped and grouted tufa, 6 inches thick, to prevent 
the undermining of the side walls. The side walls were faced with 
blocks of tufa set in cement. In rear of these were grouted and tamped 
tufa, giving the walls a total thickness of 18 inches. 4x6 inch beams, 
spaced 3 feet center to center, were let into the masonry 5 inches for road¬ 
way bearers. The one inch which these beams projected was allowed 
because it was not thought advisable to set them flush with the masonry, 
owing to the unequal settling of the latter. 3x12 inch planks were used 
for topping. A guard beam, 4x6 inches, was set at each end of the cul¬ 
vert to prevent wagons from going too close to the edge. The cement 
pipe culverts were made by laying the pipe in a trench and plastering the 
joints with mortar. As soon as the mortar set the trench was filled with 
earth and tamped. All mortar used was composed of cement 1 part, sand 
5 parts. Wooden box culverts were built of 2 inch native timber and 
buried. 

14. The principal grading of the road had been done by the Spanish. 
Incomplete work was finished so that no slope should exceed 6 per cent. 
The majority of the slopes are 3 per cent or less. 

15. The metalling of the road was done with the best materials which 
could be obtained in the vicinity. The following types of metal were 
used: Type "A,” used near Calamba: a layer of volcanic stones crushed 
and covered with sharp sand from the San Juan River; metal 16 feet 
wide by 6 inches thick. Type " B,” used near Calamba: a tufa fill, 16 
feet wide by 6 inches thick, covered with river pebbles 4 inches thick, 
covered with river sand from the San Juan River, 2 inches thick. Type 
'' C,” used near Calamba and Tenauan : river sand from the San Juan 
River, laid 12 to 16 feet wide and 6 to 12 inches thick. This sand is 
from eruptive rocks, clean, sharp, and contains a large share of gravel. 
It possesses the property of packing and forming a hard smooth metal, 
Type " D,” used near Santo Tomas: a 6-inch Telford pavement of 
volcanic stones covered with 2 inches of finely pounded disintegrating 
feldspathic rock, covered with 1 inch of sand. Type " E,” used near 


5 


Lipa, San Jose, and Batangas: volcanic pit sand, 14 feet wide by 4 inches 
thick, over a 4-inch tufa fill. Type " F,” used near Tanauan, Lipa, and 
San Jose : volcanic pit sand 14 feet wide by 6 inches thick. Type " G,” 
used near Batangas : crushed coral rock and river pebbles, 14 feet wide by 
6 inches thick, covered with 2 inch volcanic pit sand. Type " H,” used 
near Batangas: crushed trap rock 4 parts, and crushed coral 1 part, inti¬ 
mately mixed, and laid 16 feet wide by 8 inches thick. The whole cov¬ 
ered with 2 inches of pit sand. 

SECTIONS USED. 

15. The section used varied with the builder. Cross section by Lieu¬ 
tenant Cheney: width of road bed, 16 feet; width of berms, 0 feet; 
width of ditches, 2 feet; depth of ditches, 1 foot; cross section by Lieu¬ 
tenant Raymond : roadbed on arc of an ellipse, with crown of 8 inches, and 
width'of 24 feet; ditches, 3 feet wide by 2 feet to 9 feet deep; cross sec¬ 
tion by Lieutenant Caples, approved by Lieutenant Pillsbury: roadbed, 
16 feet wide, lateral slopes of 4 V, berms, 2 feet wide, with slopes of tV; 
ditches, interior slope of i and 8 feet wide, exterior slope of i and 2 feet 
wide. 

RESULTS OF WORK. 

16. The cross section by Lieutenant Cheney gave satisfactory results, 
but it is open to the objection of having no berm which causes the metal 
to be occasionally forced into the ditch and makes the passage of wagons 
difficult. The cross section by Lieutenant Raymond gave only fair satis¬ 
faction, the ditches being extremely liable to fail by caving in and danger¬ 
ous to traffic. The cross section used by Lieutenant Caples, approved by 
Lieutenant Pillsbury, gave good results but is open to the objection that 
wagons drive in the ditch in dry weather. 

17. Road metal of the types "A,” " B,” " C,” and " G,” gave excel¬ 
lent results, wearing well and requiring very little repair. Type ” D ” 
required more sand but was very good in its final result. Types ” E ” 
and " F ” require an annual addition of 1 inch of pit sand over their entire 
length. If these repairs are made, the road lasts well. If they are not 
made, the life of the road is only two years. Type xt H ” is by far the 
best type. It forms a surface hard enough to turn a pick, just smooth 
enough to prevent jolting wagons which pass over it and, at the same time, 
always offering secure footing to animals. 

18. The buried wooden box culverts rot out in less than two years 
and are highly unsatisfactory. Box culverts with stone walls and timber 
tops are open to the objection that the best obtainable lumber will soon 
rot when exposed, as is necessary in this work. The cement pipe culverts 


6 


have given the best results. They are cheap, durable, and very satisfactory. 

19. The general result of the work has been highly gratifying. From 
a military standpoint this road is of the highest importance. The road 
pierces the center of the provinces which were the last to remain in armed 
rebellion to the United States. The stations along the line of the road 
were heavily garrisoned and made the bases of supply for military move¬ 
ments. By means of this road troops could assemble so as to be in 
position to reach the main rebel strongholds. During the process of 
work a supply road was hastily built from Lipa to Rosario. Supplies 
were sent from Batangas, via Lipa to Rosario, for use in the final 
operations which resulted in the surrender of the rebel chief, Malvar. 
At the time work opened it was a days’ march for mounted troops from 
Tanauan to Calamba. One year later during the rainy season, the garri¬ 
son of Calamba was put into wagons and proceeded, in forty minutes, to 
their position 7 miles from Calamba, when it was desired to cut off the 
retreat of the rebel leader Gonzales. During the rainy season of 1900, 
the road was impassable for wheeled transportation. During the rainy sea¬ 
son of 1901, vehicles could be taken at a trot from Laguna de Bay to Tanau¬ 
an. From Tanauan to Lipa the road was, in places, impassable for horses. 
From Lipa to Batangas the road was passable with difficulty. During the 
rainy season of 1902, wagons could be taken at any gait over all completed 
portions of the road. With the exception of 1.5 miles between San Jose 
and Batangas, the incomplete portions of the road were passable with diffi¬ 
culty to all classes of wheeled transportation. A cut-off was built around 
the impassable section and wheeled transportation moved over the entire 
road every day. During the approaching rainy season it is believed that 
wheeled transportation will be able to pass over the entire road at any gait, 
regardless of the weather. From a civil standpoint this road is the only 
outlet for the commerce of a very rich and populous section of the island. 
Its effects on commerce were immediately felt. Upon the completion of 
the section from Calamba to Tanauan, the market at Calamba trebled in 
size and finally had to be moved to a new and more commodious situa¬ 
tion. Rates of transportation fell to one-third or one-fourth the former 
rate, as soon as the various sections were completed. From a muddy 
trail, passable only six months of the year, the road has become a broad, 
open highway, passable at any season, and will remain so, as long as ordi¬ 
nary repairs are maintained. 

COST. 

20. The incomplete condition of the early records makes it impossible 
to say exactly what amount was expended between Calamba and Batangas 


7 


from Act 1, United States Philippine Commission. The sum is approxi¬ 
mately $110,000 Mexican, h rom Act 311, United States Philippine Com¬ 
mission, $91,934.42 Mexican, was expended, making the total cost approxi¬ 
mately $201,934.42 Mexican. This gives the average cost per mile at 
$1,966.25 United States currency. Free transportation, forage, and supplies 
were furnished by the Quartermaster's Department, and tools and free 
superintendence were furnished by the Engineer Department. The exact 
money value of these can not be ascertained, but, had they not been fur¬ 
nished, the cost of the work would have exceeded $450,000 Mexican. 

METHODS OF WORK. 

21. Letting of work by contract was impossible, there being no relia¬ 
ble contractor. Work was organized by placing at each station a small 
detachment of engineer soldiers under the charge of a non-commissioned 
officer or responsible private. At times the demand for engineer troops 
was so great in the islands that a sufficient number of soldiers could not 
be obtained. Civilian foremen were hired to make up the deficiency, but 
they were discharged as soon as soldiers could be obtained, because the 
work done by them, with one exception, was never so satisfactory as that 
done by engineer soldiers. In the excepted case the civilian foreman was 
a discharged engineer soldier. The non-commissioned officer at each sta¬ 
tion was taken over a portion of the road assigned to him and carefully 
instructed as to what work was to be done and how to do it. Whenever 
practicable, drawings and written instructions were furnished each non¬ 
commissioned officer. The privates, under direction of the non-commis¬ 
sioned officers, were assigned to duty with the working parties. Until 
the soldiers understood their duty, six visits each month were made to 
each station. Afterwards, visits were made as often as other work would 
permit. Duties were assigned to soldiers at first temporarily until it could 
be determined where they were the most efficient. Later they were 
assigned to the portion of the work for which they were best fitted. Near 
the close of the work, when the number of stations was reduced and two 
good men were available for each position, the soldiers were given a 
chance to learn each portion of the work. With few exceptions the men 
of the detachment now understand all the different phases of the work. 

22. Whenever they were available, wagon trains, with a wagonmaster 
in charge, were attached to each station. The wagonmaster was placed 
under the orders of the non-commissioned officer in charge, except in 
matters pertaining to the health of the animals. Temporary stables were 
built for the animals, and in two instances where other quarters could not 
be obtained, temporary quarters were built for the men of the train and 


8 


detachment. Great difficulty was experienced with disease in the trains. 
The feeding of native grass caused surra and sporadic cases of glanders. 
Veterinary aid and medicines were obtained. Dr. Coleman Nockolds, 
Veterinarian, 1st Cavalry, took the care of the Batangas train, diagnosed 
the disease, and took the necessary steps for its eradication. Ninety-six 
animals were lost before the disease was stamped out. American forage 
was fed for a time until an order for its issue could no longer be obtained. 
From that time until the close of the work sporadic cases of surra and 
glanders broke out, but there were no more epidemics of these. This 
loss m animals resulted in a delay to the work of about six or eight months 
in the time of completion. 

23. The manual labor was all done by natives. At first it was neces¬ 
sary to hire natives of the wealthier class for foremen and require them 
to furnish their peons for laborers. This failed, owing to the laziness, 
incompetence, and unreliability of the upper class of natives. The second 
system, consisting of employing natives of the poorer class for foremen, 
proved excellent. First, the native foremen said they could not get men. 
Each foreman was then allowed twenty men in his gang and paid 4 cents 
Mexican, per day for each laborer in his gang. The gangs at once filled 
up and remained so. Many of the soldiers learned to speak some Taga- 
log, which proved of great value in instructing the natives in the work. 
In handling the natives there is little good done by dealing with the indi¬ 
vidual laborer. When fault is found with him his foreman should be 
sharply reprimanded for the laborer’s work. Kindness and mercy seem 
to be qualities which the Filipino can not understand. Force and justice 
he understands perfectly. This makes it necessary, in order to get good 
work from them, to rule them with a just but iron hand. As soon as 
they understand that they have to work they will do so, otherwise no work 
can be obtained from them. The natives were divided into gangs of 
twenty laborers and a foreman. From two to four gangs were assigned 
to each soldier, depending on the number that the soldier could watch. 
The gangs were required to assemble at the quarters half an hour before 
the time for work and receive tools. So many tools were stolen under 
this system that it was decided to issue tools to them for a week at a time, 
and if the tools were not present at the end of the week, their money 
value was deducted from the pay of the foreman and the laborers. Since 
then the loss of tools has been insignificant. Payments were tried both 
by the task system and by paying a fixed amount for each day. Pay¬ 
ments for fixed tasks failed because the natives would not work under 
this system. Pay by the day was adopted and whenever the amount of 


9 


work done by a gang was deemed insufficient the entire gang was dis¬ 
charged. Discharging each pay day, the gang which had done the poor¬ 
est work since the last pay day, proved very effective in obtaining work of 
a good quality. 

SPECIAL MENTION. 

24. The enlisted men have shown the devotion to duty so necessary 
for good engineer soldiers. In all kinds of weather and under all kinds of 
conditions they have attended faithfully to their duty. At times it was 
necessary to place them alone with large gangs of natives far from the 
garrisons and where other troops always went in armed parties. Their 
duty in itself was far from easy and they saw themselves working much 
harder than the other troops in the garrison with them, yet never a word 
of complaint was heard. 

25. Lieutenant Cheney has already made special mention of those of 
Company B, who did the best work. I concur in Lieutenant Cheney’s 
recommendations and have no further recommendations. From the 
detachments of Companies E and H, 2d Battalion of Engineers, special 
recommendation for intelligent and faithful service is made of the follow¬ 
ing men: Sergeant Henry F. Furman, Corporal William B. Bell, and 
First Class Privates Bothwell, Evans, Kolberg, Lathrop, Leist, and 
Miersch. Special mention is made of Sergeant William Reeker, Com¬ 
pany H, 2nd Battalion of Engineers, for faithful and intelligent services; 
for ability to organize and handle work, and for unusual ability as a dis¬ 
ciplinarian. 

GENERAL REMARKS. 

26. The condition of climate, the materials of construction, and kind 
of labor were all new. No reference could be had to the experiences of 
others because none existed. The work may be classed as an experi¬ 
mental road. A number of mistakes were made and some new facts 
learned, to which attention is invited. The subsoil in this region is com¬ 
posed of disintegrating volcanic ashes. It is of a clayey nature and will 
neither absorb water nor drain. This makes the deep drainage ditches 
unnecessary. The broad, flat ditch has proved itself equal to every 
emergency. On a portion of the road 1.2 miles in length, with no 
outlet for this distance, with the adjacent country all draining into the 
road, the ditch of the type designed by Lieutenant Caples, and approved 
by Lieutenant Pillsburyj handled all the water during the heaviest rains 
and discharged it promptly through a culvert at the end of the slope. 
The deep drainage ditches on other portions of the road caved in, became 
clogged, and overflowed the road. 


10 


27. An unmetalled earth road or one metalled with tufa cannot with¬ 
stand the rainy season. During the spring of 1902 the entire road from 
Tanauan to Lipa was graded and the sub-grade prepared for receiving the 
metal. The unmetalled portion was a perfectly shaped earth road. The 
drainage system was complete. Traffic passing during the early rains cut 
little ruts not over half an inch deep. These held water because the sub¬ 
soil would not absorb it. More traffic over the ruts full of water cut in 
deeper. By the end of the rainy season the road was uniformly muddy 
and cut out of its former shape and had to be reshaped this year. How¬ 
ever, it was passable all season, and the mud holes and great bogs of 
former seasons did not appear, showing that the nature of the soil, not the 
drainage system, was at fault. The same results were obtained on other 
parts of the road. It is considered necessary for economical work not to 
carry work on the shaping of the sub-grade more than one-quarter of a 
mile ahead of the work of laying metal. The so-called ” adobe stone,” 
which underlies all this country, is a semi-metamorphic volcanic tufa. It 
is used by the natives as a building stone. Placed on a road in the dry 
season and well tamped it offers a smooth, resilient surface, and wears 
well so long as the dry season lasts. The compactness of its surface and 
its slight absorbent power, leads one to believe that it would shed water 
and be a good metal. It is too soft. Several miles of it were placed and 
before the end of the rainy season the tufa had all become a mud of the 
consistency of half-set cement. If the ruins of old buildings can be 
obtained, the lime in them binds the tufa and offers a wearing surface that 
will permit of metalling during the rainy season, provided it is subject to 
no other traffic. A fill of this nature, made between Lipa and San Jose 
during the dry season of 1902, accomplished its object. Where metal is 
scarce the tufa is useful in permitting the top dressing to be about one- 
half its ordinary thickness, for so long as actual wear is not placed on the 
tufa, it makes a cheap and excellent foundation. This fact was taken 
advantage of on 17.5 miles of the road. 

28. Two new road materials were found and used. Almost all sand 
is round and unfit for road metal, but two varieties were found here which 
give excellent results. The streams from the mountains rush down very 
steep slopes to the plains. Here they deposit in large beds a mixture of 
three-fourths sand and one-fourth gravel. The short distance this sand is 
carried does not allow it enough wear to become rounded. The moun¬ 
tains are all extinct volcanos and composed of the best road building 
rocks. The material from these beds of sand and gravel was found by 
experiment to have the property of packing. A street built in Calamba 


11 


during the rainy season of 1901 and 1902, was difficult to break with a 
pick, and to-day, with no repairs since it was built, it has the appearance 
of a solid mass of stone, hard as the best macadam and smoother. After 
leaving the plain and approaching the mountains no sand or gravel was 
found in the river beds, because the force of the water kept them scoured. 
No material was at hand and it was too far to haul. While reducing a 
grade by cutting, a pocket of black sand, turning gray upon exposure, and 
half full of scoria and dust was encountered. This was tried and found 
to pack. A comparison with the cinders on the volcano of Taal showed 
this material to be volcanic cinder, thrown out during some previous erup¬ 
tion and now in process of disintegration. Investigation of the country 
showed that this cinder occurs in a layer from 2 to 40 feet thick and from 
10 to 50 feet under the surface of the earth. Outcrops in ravines are the 
cheapest and easiest to work. This makes only a fair road material 
because it wears and washes about an inch a year under traffic, thereby 
necessitating annual renewals. It was used on 21 miles of the road 
because no better material was obtainable. The best metal, where it can 
be obtained, appeared to be crushed trap rock, 4 parts, intimately mixed 
with crushed coral, 1 part, the mixture laid 8 inches thick and covered 
with 2 inches of the scoria sand from the pits. The crushed coral and 
the sand in addition to just filling the voids in the trap rock, have a 
cementing effect which causes this type of metal to combine the advan¬ 
tages of the smooth, compact coral rock with those of the hard, durable 
trap rock road. 

29. Timber can not be used to advantage in road structures in this 
region. That the Spaniards had learned this is evidenced by the absence 
of all wood in their road structures. We did not profit by their example. 
The best creosoted Oregon pine will not last over a very few years, most 
of it rotting in less than two. It will do well enough for hastily opening 
a line of supplies or for structures needed for a short campaign, but where 
permanent wo-k is to be done here only stone or steel is recommended. 
For cheap work tufa blocks in lime mortar will do, if protected from wear 
by some other material. Cement mortar with tufa blocks is extravagant. 
For thoroughly good work it is believed that steel and concrete would be 
the proper materials for road structures. 

Very respectfully, your obedient servant, 

W. G. CAPLES, 

2d Lieut., Corps of Engineers. 














• . 







































REPORT 


UPON THE OPERATIONS OF THE 1ST BATTALION 

OF ENGINEERS 


IN CONNECTION WITH 


THE MANEUVERS AT FORT RILEY, KANSAS, 
SEPTEMBER AND OCTOBER, 1902, 


SMITH S. LEACH, 

MAJOR, CORPS OF ENGINEERS, U. S. ARMY. COMMANDING. 


PRESS OF THE ENGINEER SCHOOL OF APPLICATION, 
WASHINGTON BARRACKS, WASHINGTON, D. C. 
- 1903 - 





No. 6, 

REPORT 


UPON THE OPERATIONS OF THE 1ST BATTALION 

OF ENGINEERS 


IN CONNECTION WITH 



MANEUVERS AT FORT RILEY, KANSAS. 
SEPTEMBER AN1) OCTOBER, 1002, 


SMITH S. LEACH, 

MAJOR, CORPS OF ENGINEERS, 0. S. ARMY, COMMANDING. 


PRESS OF THE ENGINEER SCHOOL OF APPLICATION, 
WASHINGTON BARRACKS, WASHINGTON, D. C. 
- 1903 - 








REPORT OF MAJOR SMITH S. LEACH, CORPS OF 
ENGINEERS, U. S. A., COMMANDING 1ST 
BATTALION OF ENGINEERS. 


Headquarters, 1st Battalion of Engineers, 
Fort Leavenworth, Kansas, 

March 26, 1903. 

Brigadier General George L. Gillespie, 

Chief of Engineers, U. S. Army, 

Washington, D. C. 

(Through Military Channels.) 

General: 

1. Referring to Department Letter of September 23, 1902, No. 44257, 
I have the honor to submit a report upon the participation of the 1st Bat¬ 
talion of Engineers in the maneuvers at Fort Riley during September and 
October of last year. This report contains, either in its body or in the 
form of appendices, copies of all reports I have submitted in regard to the 
maneuvers and also of all reports I have received on the same subject 
from my own subordinates. This report and its appended documents is 
designed to place in the possession of the Chief of Engineers the fullest 
information obtainable as to the class of duties and responsibilities placed 
upon engineer officers and troops during the maneuvers at Fort Riley 
and on the march thither from this post and return; as to how the new 
equipment and material fulfilled the purposes for which they were designed, 
and as to the additional equipment which should be prepared or purchased 
with funds now, or to become, available. 

2. The participation of the battalion in the Fort Riley maneuvers was 
required by General Orders No. 96, Adjutant General’s Office, 1902. 
General Order No. 34, Headquarters, Department of the Missouri, 1902, 
provided that "The troops from Fort Leavenworth will proceed by march- 



2 


ing, and all riding animals and wagon transportation not essential for post 
needs will be taken with the commands. Ponton material and heavy bag¬ 
gage, including clothing, wall tents and conical wall tents, in excess of what 
can be conveniently carried in wagons will be shipped by rail. These 
commands will reach Fort Riley on or about September 20, 1902.” In 
General Orders No. 38, Fort Leavenworth, Kansas, September 3, 1902, 
the battalion was ordered to proceed by marching to Fort Riley, Kansas, 
on September 8, 1902. A contract surgeon, one non-commissioned 
officer and four privates of the Hospital Corps were assigned to duty with 
the battalion for the march. 

3. General Order, Headquarters, Department of the Missouri, No. 34, 
afore stated, provided further: "Marches will be conducted as if in 
the enemy’s country, and instructions and exercises given in all the ordinary 
measures for the safety of the command, such as advance and rear guards, 
patrols, flankers, and at night outposts, etc. An itinerary and map of. the 
route travelled will be prepared by a competent officer and submitted to 
these headquarters.” 

4. The details of breaking camp, forming for the march, etc., were 
covered by Battalion General Order No. 74, dated September 5, 1902, as 
follows: 


Headquarters, 1st Battalion of Engineers, 
Camp Ludlow, Fort Leavenworth, Kansas, 
September 5, 1902. 

General Orders No. 74. 

The following instructions are published for the information and guid¬ 
ance of Company Commanders in carrying out the provisions of General 
Order No. 34, c. s., Department of the Missouri, and General Order 
No. 38, c. s., Post of Fort Leavenworth, Kansas. 

1. On Monday, the 8th inst., calls will be sounded as follows: 


Reveille, 5.15 A. M.; assembly_ _ _5.30 A. M. 

Mess call_ _5.45 A. M. 

The general _ _6.15 A. M. 

Formation of the battalion for the march: 

First call, 9.30 A. M.; assembly_ _9.40 A. M. 

Adjutant’s call_ _9.45 A. M 


Upon the sounding of "The General” tents will be struck. All tents 
to be shipped by rail will be folded and packed for shipment, and hauled 
to the depot for loading. Immediately upon the return of the wagons, 
they will be loaded, and the companies prepared for the march. 

2. The uniform for the march will be: Campaign hat, khaki coat 
and trousers, leggins, tan shoes and blue shirt. Each mounted man will 
carry carbine in scabbard; revolver in holster on belt; canteen, tin cup, 








nose bag and lariat, attached to saddles; blanket roll containing shelter 
tent half, pole and pins, one or two blankets, two towels; in saddle bags, 
one suit underwear, one pair socks, one chambray shirt, mess kit, soap, comb 
and brush, tooth brush, curry comb and brush; and one poncho to be 
carried as desired; pipes, tobacco, etc., if desired. 

Each foot soldier will carry carbine and belt; canteen; tin cup attached 
to belt; blanket roll containing one or two blankets, one shelter half, pole 
and pins, two towels, one suit underwear, one pair socks, one chambray 
shirt; haversack containing mess kit, soap, comb and brush; poncho to be 
carried as desired; pipes, tobacco, etc., if desired. 

Color sergeants, equipment of foot soldier, substituting color and sling 
for carbine. 

Each company will carry 100 rounds ball carbine ammunition and 20 
rounds ball revolver ammunition; this ammunition will be kept by first 
sergeant and issued to members of the guard as required. 

3. Each man will prepare for shipment the following articles: One 
suit khaki (coat and trousers), one suit blue (coat and trousers), one extra pair 
shoes, one pair white gloves, two or three suits of underwear, two or three 
pairs socks, two or three shirts (chambray or blue). Such men as have 
sweaters may ship them. 

These articles will be prepared for shipment, and hauled to the levee 
storehouse to-morrow (Saturday afternoon) before four o’clock. 

4. Company Commanders will send in to the Post Adjutant with 
their morning report on Sunday, one ration return for 6 days from and 
including the 8th and one ration return for 6 days from and including the 
14th. On the first will be noted that 1 days’ soft bread, 5 days’ hard 
bread and 3 days’ bacon are desired, and 1 days’ fresh beef to be drawn 
Monday morning; on the second will be noted that 2 days’ flour, 4 days’ 
hard bread, and 2 days’ bacon are desired. 

Fresh beef will be shipped to the following places: 

Winchester, September 10th; Kilmer, 12th; Topeka, 13th; St. Mary’s, 
15th; Wamego, 16th; Eureka Lake, 18th. The first 6 days’ rations will 
be drawn on Sunday; the second 6 days’ rations will be received by rail at 
Topeka. 

Each company will be equipped with two Buzzacott field ovens; and will 
carry in company wagon two wall tents and oneconical tent with sibley stove. 
An additional conical tent may be carried if transportation is available. 

5. In addition to the sick and the post extra and special duty men, 
the following men of the battalion will be left behind : Sergeant Costello, 
Company "A” on special duty in Dept, of Eng’ing, G. S. and Staff 
College. 

For guard at Camp Ludlow: 

Corporal Murphy, Company "A,” 

Private Cluckauf, Company "B,” 

Private Royce, Company "C,” 

Private Stone, Company "D.” 

For guard at barracks: 

Private King, Company "A,” 


4 


Private Geiser, Company "C.” 

For gardeners: 

Private Ernst, Company "A,” 

Private Ingle, Company "B,” 

Private Martin, Company "C,” 

Private Mitchkie, Company "D.” 

6. Lieutenant H. Burgess, Corps of Engineers, Adjutant, will, in addition 
to his other duties perform the duties of Battalion Quartermaster and 
Commissary. 

Lieutenant N. E. Bower, Corps of Engineers, is detailed as topographical 
officer. 

Q. M. Sergeant Peter W. Way, Company B, will act as Battalion 
Q. M. Sergeant. 

7. The daily order of march will be: 

First.—A mounted detachment as advance guard and reconnoissance 
party. 

Second.—The battalion of unmounted companies. 

Third.—The bridge, wagon and pack trains, escorted by a mounted 
detachment. 

Fourth.—A mounted detachment as rear guard, provost guard and 
reconnoissance party. The commanding officer of this detachment is 
especially charged to see that all camping grounds are left in proper con¬ 
dition, and that no damage is done to private property on the march. He 
will immediately report to the Battalion Commander by courier any cir¬ 
cumstance which, in his opinion, might give rise to a claim against the 
United States. 

8. The mounted detachments will rotate alphabetically in the three 
positions described in the preceding paragraph, beginning with the mounted 
detachment of Company" A” in advance, of Company "B” as rear guard, and 
of Company ”D” as train guard. 

The train guard for each day will furnish orderlies for the Battalion Com¬ 
mander and Adjutant, couriers and special details of mounted men not 
otherwise provided for. Its commanding officer will immediately notify 
the Battalion Commander by courier in case of any delay to the trains. 

By order of Major Leach: 

H. BURGESS, 

1st Lieut., Corps of Engineers, 
Adjutant. 

The column was formed as indicated in the order and put in march at 
the time stated. On making first camp the requirements of the Depart¬ 
ment Order as to security and information were met by the establishment 
of two mounted pickets on the roads leading to camp, which were placed 
by the advance guard before the battalion left the road. These were 
relieved at two hour intervals from the section which had acted as advance 
guard, until 6 P. M., at which time a guard was posted as provided by the 
following memorandum: 


5 


Memorandum. 

There will be a running guard of four non-commissioned officers and 
eight privates from each company. Company A behind Headquarters, 
Company B in road, Company C behind wagons. Men to sleep in 
their companies, and to be turned out for \ l A hour tours. Non-com¬ 
missioned officers to take two tours of hours each. 

Company D to furnish same detail, to be divided into two pickets of two 
non-commissioned officers and four privates. Posted on road in advance, 
and in rear, about Y* mile from camp and to be on from 6.00 P. M. to 
6.00 A. M. Non-commissioned officers and privates divide up the time. 

The senior non-commissioned officer of each company will report to 
Captain Flagler, Officer of the Day. The stable guard will be furnished 
by the mounted detachments. 

By order of Major Leach: 

H. BURGESS, 

1st Lieut., Corps of Engineers, 
Adjutant. 

5. At the close of the second day’s march it became evident that the pack 
train was a troublesome element in the position first assigned to it in the col¬ 
umn, and the next morning it was placed in the rear of the bridge train with 
only the rear guard behind it. The experiences of these two days’ march 
were embodied in the following memorandum dated September 9, 1902: 

Memorandum: 

1. Hereafter as soon as shelter tents are pitched four men from each 
company will report to Sergeant Dolan to dig sinks; four men from each 
company as heretofore ordered, to report to Sergeant Hurtt for Head¬ 
quarters. This detachment will also provide wood and water for Head¬ 
quarters, but will not cut wood, etc. 

2. Lieutenant Bower—when A Company detachment is with train— 
will turn over detachment to senior sergeant and will take command of 
B Company detachment as the advance guard. 

3. The detachment which is acting as train guard will ride at head of 
train of company wagons; but will keep four men at the rear of the foot 
command, one of whom will remain at any cross road passed to indicate 
to wagon train which way to go. Any men so left, may rejoin the foot 
command when the foot command is halted. The detachment acting as 
train guard will confine itself to the company and battalion wagons. 

4. The advance guard will start out in the morning, as soon as the 
battalion is formed for the march; the wagon train will start 20 minutes 
after the foot troops; and the pack train 20 minutes after the wagon,train. 
Company and battalion ration wagons will be at the head of the column 
of wagons. Company tool wagons will follow. 

5. Upon arrival at camp the ration wagons will draw up at site of 
kitchen; Headquarters wagon at site of Headquarters, to stop where 
directed by the Sergeant-Major; tool wagons will park with bridge train, 


6 


unless a company commander desires his wagon at site of kitchen. 

6. Mounted detachments will form their camp in front of picket line 
under direction of senior detachment commander. Pack mule picket 
line will be parallel to detachment lines and just inside so that one stable 
guard will do for both. Unless specially directed to the contrary, no part 
of camp will be outside of detachment picket line. 

7. Q. M. Sergeant Dearborn will be acting Commissary Ser¬ 
geant, and will be in charge of the issue of fresh beef and rations. 
Company Q. M. sergeants will report to him for instructions at Win¬ 
chester and other places where fresh beef or rations are to be drawn. 

8. Guards will be established on four sides of camp as at Lowemont 
and two pickets on the road. The mounted detachments will furnish the 
guard for their side of camp—a running guard of four non-commissioned 
officers and eight privates. The dismounted companies will furnish 
running guards as directed daily. 

9. The pickets will be established by one of the unmounted companies 
as follows: Two non-commissioned officers and four privates in each of 
two outposts, one Y* mile from camp in advance and one Yz mile in 
rear of camp, in the same manner as at Lowemont. 

10. The mounted detachment in the advance guard will, as soon as 
camp is reached, establish a single mounted picket mile in advance of 
camp and one Y* mile in rear of camp. These posts to be relieved every 
two hours from same detachment, until relieved at 6 P. M. by pickets. 
These pickets may dismount, but will keep on the alert. The detach¬ 
ment commander will see to the relief of these pickets at proper times. 

11. Stable call will be sounded morning and evening. The mounted 
men will fall in for reveille with their nose bags and curry combs and 
horse brushes, and will be marched to the picket line immediately after 
roll call. Approximate time for evening stables, 4.15 P. M. Exact time 
will be given from day to day by the Battalion Commander. 

Animals will be watered in the following order: 1st, the mounted 
detachments, in charge of the stable sergeant; 2nd, the draft and train 
animals, in charge of Mr. Stone; 3rd, the pack animals in charge of 
Corporal Foster. Men in charge will see that the animals are watered 
with as little confusion as possible, and returned to the picket line with as 
little delay as possible to make way for other detachments. 

By order of Major Leach: 

H. BURGESS, 

1st Lieut., Corps of Engineers, 
Adjutant. 

A police officer was detailed to inspect the camp before the assembly 
to see that company streets and adjacent grounds were properly policed. 
The commander of the rear guard was also charged with the duty of 
making a minute inspection of the entire camp site, giving special atten¬ 
tion to any disturbances of ground, fences or other property which could 
possibly be made the basis of a claim for damages. He was instructed to 


7 


see that all gates and bars were properly closed and that nothing was left 
in such situation as to give rise to reasonable complaint. 

6. The order of march adopted remained unchanged until the last day. 
Upon leaving camp at Eureka Lake on September 19, 1902, the calls and 
order of march were arranged as indicated in the following memorandum 
with a view to entry into the maneuver camp. The service of security 
and information and the reconnoissance work were discontinued at the 
reservation line: 

The following instructions are published for the information of the 
battalion. 

Calls for To-Morrow. 

Reveille, first call, 5.30 A. M.; reveille, 5.40 A. M.; assembly, 5.45 A. M. 


Breakfast_6.15 A. M. 

Police call_6.30 A. M. 

General_6.45 A. M. 

First call, 6.55 A. M.; assembly_7.00 A. M. 


A and B Companies’ mounted detachments will act as advance 
guard; A Company’s detachment being the advance party, B Company’s 
detachment being the reserve. The reserve will march 700 yards to 800 
yards in front of the foot troops and will keep two or three connecting 
files to maintain touch with foot column. The support will be about 
500 yards in front of the reserve, and the point 500 yards in front of the 
support. These bodies will keep in touch with each other and with the 
reserve by connecting files. Lieutenant Bower will command the advance 
guard. 

The trains will start 20 minutes after the foot troops; followed at about 
500 yards by the rear guard, consisting of D Company detachment com¬ 
manded by Lieut. Knight. 

Reconnoissance men may march anywhere between the point and the 
reserve. 

When the point is in sight of camp it will halt and the column close 
up on-it. When the column is closed, the following formation will be 
taken: 1st, battalion of unmounted companies in column of fours, 
officers and mounted file closers in the position prescribed in drill regula¬ 
tions; 2nd, the mounted company in column of twos 20 yards in rear of 
the battalion, commanded by the senior officer; 3rd, the wagon train, 
baggage wagons in front, 20 yards in rear of the mounted company; 4th, 
the pack train 20 yards in rear of the wagon train. 

At this halt, special duty men will join their companies, and C Company 
will join the battalion; all men must carry their blanket rolls; colors will 
be unfurled. 

By order of Major Leach: 

H. BURGESS, 

1st Lieut., Corps of Engineers, 
Adjutant. 






8 


7. The camp site assigned to the battalion was near the Division Head¬ 
quarters on the crest of a ridge near the main road. It was restricted in 
area, but would have been an excellent site in any ordinary weather. As 
the weather proved to be extraordinary, presenting almost incessant rain, 
and as the sinks were necessarily dug on the slopes of the ridge and on 
lower ground than the camp proper, it was found impossible to keep 
them clear of water at all times. This was the cause of some adverse 
comment from the Division Surgeon and medical officers of the day. 
The reports of the latter were, however, so contradictory as to deprive 
them of most of their weight. On one day the report stated that the 
sinks were entirely too far from the company streets; the next day’s report, 
by another officer, stated that the sinks were entirely too close to the 
company streets, and such alternations of opinions were frequent. Some 
medical officers of the day reported the sinks in good condition. Others, 
acting under substantially the same conditions, reported them in bad con¬ 
dition. A special report, adverse to the condition of the sinks, was finally 
made by the Chief Surgeon, and was referred to me for action. Upon 
this report I placed the following indorsement: 

” Respectfully forwarded. The conditions of this camp are well set forth 
in the within report. 

The men’s sinks are now and have at all times been in perfectly sanitary 
condition. The officers’ sink has at times been unpleasant to visit; 
though not more so than the average public closet in the best regulated 
cities. 

So far as I am informed, there has been no case of sickness in this 
battalion traceable to sink infection. There is no possible connection of 
the sink drainage and the water supply, and there have been no flies or 
mosquitoes about the sinks at any of my inspections. 

The Division orders with regard to sink police have been scrupulously 
carried out and all informal recommendations of medical inspectors have 
been carried into effect except one requiring earth to be thrown in to 
absorb the water, and another requiring each man to cover his own deposit 
with earth before leaving the sink. I had tried both these things before 
this camp was established and know them to be wholly impracticable. 
The deposits which can be individually covered are not dangerous, and 
those which are dangerous can not be so covered. 

I would much prefer quick to slacked lime for use in the sinks, but as 
the battalion has used open sinks continously since last April and has 
never been able to obtain a pound of quicklime, I conclude that there is 
some difficulty connected with its supply. 


9 


1 deprecate the freer use of earth in the sinks as it is not necessary and 
will devolve upon men already worked to their full capacity the labor 
of frequently digging new ones. 

I recommend that no change be ordered in the policing of the sinks of 
this camp. 

SMITH S LEACH, 

Major, Corps of Engineers, 

589-1902 Commanding 1st Battalion of Engineers.” 

No further communication reached me on the subject and no modifi¬ 
cation of the standing orders was made. 

8. The camp routine was regulated by Battalion General Orders No. 
78 as follows: 

1. In compliance with General Order No. 3. Headquarters, Maneu¬ 
ver Division, Camp Root, Fort Riley Reservation, c. s., the following 
calls will be observed by this battalion until further orders: 

Reveille, first call, 5.45 A. M. ; reveille, 5.55 A. M. ; assembly, 6.00 A. M. 


Police_6.00 A. M. 

Mess_6.20 A. M. 

Stables, 6.50 A. M.; assembly_7.00 A. M. 

Sick_7.05 A. M. 

Water_7.45 A. M. 

Drill call, 8.20 A. M.; assembly_8.30 A. M. 

Mess_12.00 M. 

Drill call, 1 P. M.; assembly_1.10 P. M. 

Water and stable calls, 3.35 P. M.; assembly_3.40 P. M. 

First sergeant’s call_4.50 P. M. 

Police, 4.55 P. M.; assembly_5.00 P. M. 

Guard mounting, first call, 5.10. P. M.; assembly_5.20 P. M. 

Parades when specially ordered. 

First call, 5.15 P. M.; assembly_5.30 P. M. 

Retreat, first call, 5.45 P. M.; assembly_5.55 P. M. 

Mess_-_6.15 P. M. 

Tattoo_-1_9.00 P. M. 

Call to quarters_9.45 P. M. 

Taps_10.00 P. M. 


All calls will be sounded first by the trumpeter of the guard at Division 
Headquarters, and upon completion of the last note, will be repeated in 
the various camps concerned. 

When parades are held, guard mounting will immediately follow. 
Formations at reveille and retreat will be under arms. 

Companies will be inspected at retreat. A commissioned officer will 
be present in each company at roll calls. 

Drills will be held when specially ordered by the Battalion Commander. 

By order of Major Leach: 

H. BURGESS, 

1st Lieut., Corps of Engineers, 
Adjutant. 




















10 


9. Careful attention was given to the matter of reconnoissance of the 
route of march, not only with a view to producing a proper map of the 
road traversed as required by Department General Order, but with the 
further object of ascertaining, if possible, how much work could be done 
without delaying the march of the column. This work was under the 
immediate direction of Lieutenant N. E. Bower, who was detailed as Topo¬ 
graphical Officer. It is only just to say that the excellent results obtained 
were, in a considerable degree, due to the energy and efficiency of that 
officer. With a few exceptions, the reconnoissance work was done by 
mounted men. They were invariably sent out in pairs, consisting of an 
observer with the Cavalry Sketching Case and a timer whose business 
was to keep the time and give constant attention to the gait. The pairs 
had been timed for rate and a proper scale was used for each. It was 
found necessary to re-time on the march as the gaits of the animals changed 
slightly under the work of the march. Two odometers were used on the 
bridge train, and their readings were taken at the beginning and close of 
the march, the distance so determined being used as a check on the dis¬ 
tances brought in by the main road parties. It was at first attempted to 
use the odometer readings as a means of adjustment, but the discrepancies 
between the readings of the two instruments, which should have been 
identical, and other irregularities soon indicated that quite as much reliance 
could be placed upon the sketching boards as on the odometers. 

In round numbers 350 miles of road and the adjacent country on each 
side were sketched and mapped. The general arrangement of the party, 
as stated by Lieutenant Bower, was to put the best man on the main road and 
to detail one man to assign the other pairs to side roads. In addition 
patrols were sent out on long routes to bring in maps of adjacent and 
sometimes parallel roads. The second best men were usually placed on 
these patrols. All such sketches were properly marked so that they 
could be quickly placed when brought in. 

As soon as camp was pitched the drawings were assembled in a tent set 
aside for this purpose and the map compiled. The compilation was done 
by taking the sketches off the boards, trimming them to proper size and 
shape and pasting them in their proper relative positions to a piece of 
drawing paper. The map could be put in fairly good form in two hours 
after the command arrived in camp, but frequently extra work was put on 
it in the way of extended areas of topographical signs, and the enlisted 
men who desired to do so were permitted to work until taps. It is to be 
noted that of over 300 miles of road actually mapped, all but three miles was 
done by enlisted men of this battalion. In compiling the map from the 


11 

sketches, the Topographical Officer gave his personal assistance, as well as 
supervision, and was voluntarily assisted by several officers and enlisted men. 

The map as thus compiled at the close of the day’s work was a pasted 
mosaic in pencil ready for reproduction. The latter could not be done 
on the march as no method had been worked out or facilities provided 
for doing it. 1 he sheets were reproduced by tracing and blue printing 
during the stay of the battalion at Fort Riley and copies were submitted 
to the Division Commander. I invite attention to Appendix 1 to this 
report, embodying report of the Topographical Officer with his letter 
transmitting the same, and the indorsement of the Division Commander 
thereon. This map and Lieut. Bower’s work in connection therewith 
were subjects of favorable mention in the report of the Division Com¬ 
mander to the War Department. 

After the return of the battalion to Fort Leavenworth, the map was 
reproduced on reduced scale for more convenient use as a road map. 
There are enclosed with this report one set of blue prints,* in 11 sheets, of 
the.route sketch made from Fort Leavenworth to Fort Riley and return; 
one set of blue prints, 3 sheets, of same sketch but on reduced scale; and 
blue print of reconnoissance sketches of Fort Riley reservation; one work¬ 
ing sheet! showing method of joining together the pieces of work turned 
in by the different sketchers. The names of the enlisted men working 
on these sketches are given on plate 11. All the sketches were made with 
the Cavalry Sketching Case. 

10. The report of the march to Fort Riley submitted to the Adjutant 
General of the Maneuver Division on arrival forms Appendix 2 of this 
report. 

11. September 19th and 20th were occupied in making camp, ditching, 
digging sinks, etc. Sunday, the 21st, was also devoted in part to the 
same work. On Monday, September 22d, one company was engaged in 
constructing a road and bridge across the gorge of One Mile Creek, 
leading from the main road in a northeasterly direction to the Field 
Hospital, and materially shortening the distance from Headquarters to 
the Field Hospital and to some of the infantry camps. This work was 
continued on the 23d. A second company was assigned to the duty of 
making a hydrographic survey of the Kansas River through the limits of 
the reservation. A corporal and two privates were assigned to special 
duty as assistants to Major Macomb, Artillery Corps, Hydrographic 
Officer of the Maneuver Division. The survey of the river was continued 
as opportunity offered during the entire encampment, but on account of 
the rise of the river, run of drift, and pressure of other duties, and the lack 

t Printed. 


Not printed. 


12 


for most of the time of any boats which could be used, prevented any 
substantial progress although valuable instruction was obtained. 

Company C was assigned to the unloading of ponton material shipped 
by rail, the assembling of the material at the river, and the construction 
of the bridge. 

The fourth company constructed a bridge over Three Mile Creek on 
the main road to avoid fording by the foot troops. One Birago trestle 
and balks and chess for two bays were used. Approaches were cut to the 
bridge and the approaches to the ford for the use of wagons were also 
improved. 

Company D also prepared near the camp specimens of trenches of 
various kinds, entanglements, etc., which were used to illustrate a lecture 
on the subject given by Captain Cavanaugh to more than 100 National 
Guard officers. 

As men could be spared from time to time mounted reconnoissance 
parties were sent out on the various roads and trails of the reservation. 
This work was undertaken mainly for the purpose of instruction and 
demonstration, but it was immediately discovered that the existing maps 
of the reservation were not at all accurate, and this work was thereafter 
prosecuted with a view to obtaining material for their correction. 

12. The various lines of work above noted occupied the companies 
assigned to them at all times when they were not participating in some of 
the maneuver problems. The battalion was called upon to take part in a 
majority of these problems. The entire battalion participated in the 
exercise of September .24th, forming a part of the blue forces under 
command of Colonel C. W. Miner, 6th Infantry. The problem con¬ 
sisted in the formation of an outpost for an army corps, with exercises in 
attack and defense of same, and the blue force had the defensive role. 
The foot sections under my own command, with the Battalion Surgeon 
and Field Hospital, were assigned to a position in the right center of the 
line, holding a bold hill lying between the two branches of Forsythe 
Canon. Two mounted sections and the pack train were assigned to the 
extreme right as supports to the mountain battery and to assist it in 
intrenching. My report to the Adjutant General of the Blue Army, dated 
September 24, 1902, is given in Appendix 3. The report of the opera¬ 
tions of the mounted sections was not made through me, but I have 
unofficial information that they rendered efficient service and that the 
equipment appeared to be in the main satisfactory. Only intrenching 
tools were taken in the canvas pouches made to ride on the aparejo. 
The mobility of the pack train and the ease and rapidity with which tools 


13 


could be gotten from the pouches and replaced seem to be all that could 
be desired. 

13. In the problem of September 26th, which was the exercise of each 
infantry regiment as advance guard of an imaginary division involving the 
employment of artillery, one-half of Company A was assigned to the 6th 
Infantry; the other half to the 18th Infantry; the mounted section of 
Company B to the 22d Infantry. Company C and the foot sections of 
B and D worked on the bridge. No reports were made to me of the 
operations of the parts of the commands which participated in the exercise. 
Attention is invited, however, to the reports of Company Commanders 
on the general operations during the maneuvers which contain some 
information with regard to the movements of these parts. (See Appendix 7). 

14. In the problem of September 27th, "the entire force on the 
march with suitable advance guard for a division of full war strength; 
advance guard entire; main body in part imaginary," the entire battalion 
participated as a part of the blue forces. The mounted section of Company 
B was assigned to the support of the van guard. The rest of the battalion 
and the light bridge train, tool wagons, and Battalion Hospital were 
assigned to the reserve. No orders were received further than those 
assigning the battalion to its position in the column. The line of march 
was followed part way through Governor Harvey Canon, diverging near 
the head over a rough trail to the right. Shortly after leaving the main 
road the trail led up a steep ascent of about 50 yards over the rim rock, 
very rough and difficult. Some hospital wagons ahead of the battalion 
could not make the ascent and teams and men were sent forward to assist 
them. One company was detailed to improve the road, which was done 
by filling depressions with loose rock lying near and a little shoveling. 
1 he company was left to assist the bridge train over the difficult piece of 
road and the battalion moved forward. The trail led along the foot of a 
rather steep slope. No grading had been done and the trail consisted only 
of two wheel tracks in the grass. At one point the cross slope was so 
steep that the tool wagon upset. It was quickly righted, tools reloaded, 
and the march resumed, but enough time was lost to open quite a gap in 
the column. 

No orders having been received, the battalion was assembled in a draw 
in rear of the deployed line and under cover, and messengers were sent 
forward to endeavor to find the Brigade Commander and ask for instruc¬ 
tions. A few minutes later the Brigade Commander rode up to the 
battalion, asked how many mounted men there were, and on being informed 
ordered them put in the line on the right of the 18th Infantry. The 


14 


mounted sections were moved forward, dismounted under cover and 
deployed on the line. After inspection of the deployed line by the 
Division Commander, recall was sounded, the mounted detachments 
rejoined, and the battalion was marched back to camp. In passing Head¬ 
quarters the column was reviewed by the Brigade Commander. 

15. In the problem of September 29th, ''contact of opposing forces 
of all arms,” the entire battalion participated. Company C, under command 
of Lieutenant Burgess, was assigned to the support of the advance guard. 
The remainder of the battalion, with company wagons and hospital, 
formed the reserve of the advance guard. This problem was without 
special incident, as the part of the line in which the battalion found itself 
was at no time engaged. My report to the commander of the advance 
guard, forms Appendix 4, and the report of Lieutenant Burgess upon the 
operations of the detached company form Appendix 5. 

16. In the problem of October 6th, "attack and defense of a position,” 
the entire battalion less one company (C) was engaged, the blue forces, 
defensive, in that problem being under my command. This exercise is 
minutely described in the report of the Chief Umpire, and nothing further 
seems to be necessary here, other than to refer to my report of the action 
to the Adjutant General of the Maneuver Division, which forms Appendix 
6. Further details may be found in the reports of Company Commanders 
which form Appendix 7. 

17. In the exercise of October 7th, "tactical exercise of a division,” 

the battalion formed part of the blue force on the defensive. I was 

excused from participation on that day, and the battalion was under the 

command of Captain Zinn. The foot sections were put on the line at 

the extreme left of the blue force. The three mounted sections were 
united in a provisional company of two platoons, Lieutenant Pope com¬ 
manding, and Lieutenants Knight and Bower commanding platoons. A 
detachment of about 12 men of the 8th Cavalry was attached to this 
company. The company formed part of the advance guard, and after 
the engagement opened, was broken up into patrols. An umpire informed 
me unofficially that one of the best pieces of p&trol work he had seen during 
the maneuvers was performed on this day by a small mounted squad under 
the command of an engineer officer. It was evidently one of the patrols 
from this mounted company, but the name of the officer was not given. 

18. On October 8th, part of Company B began the construction of a 
double lock spar bridge over a gully just east of Three Mile Creek. The 
rest of this company and Companies A, C and D dismantled the bridge, 
assembled the material, loaded the wagons, hauled them to the depot and 


15 


entrained. All of the material was loaded during the day except seven wagons. 
These were loaded early the next morning. 

19. Orders were received from the Division Commander to turn 
eight escort wagons with teams and drivers over to the 6th Infantry for 
the return march, transportation to be re-transferred on arrival at Fort 
Leavenworth. The foot sections of the battalion were ordered to return 
by rail; the mounted sections and train, by marching. The Battalion 
Commander and Staff accompanied the road column. Camp was broken 
on the morning of the 10th, baggage loaded and foot sections entrained 
by 11.00 A. M., at which hour the mounted sections and train took the 
road for Fort Leavenworth. About a half mile from camp, the column 
was passed by the train containing the rest of the battalion. 

On the return march, no security and information work was done. 
The train moved out of camp usually a few minutes after daylight, the 
rest following about 7:30 A. M., or from an hour to an hour and a 
quarter behind the train. Some reconnoissance work was done to fill in 
gaps left on the way over and to explore some alternative routes. Between 
Manhattan and Wamego, a road on the south side of the river was taken 
with a view to avoiding a heavy stretch of sand which was encountered 
on the outward trip. Very little was gained, however, as the southern 
road was heavy with mud. In a very dry season the southern road would 
be best, but at all other times the northern road is preferable. The road 
column reached Fort Leavenworth at 1.00 P. M. on the 17th, with men 
and animals in good condition. 

EQUIPMENT* 

20. The bridge train taken on the road consisted of one division of 
the light equipage, less the forge wagon which was sent by rail as there were 
not sufficient animals to draw it. Each wagon was drawn by four mules, 
driven with a jerk line. The material was of standard pattern, loaded as 
prescribed, except that the rigid splinter bars had been replaced by double 
and single trees and that lever brakes had been attached to all wagons 
except the tool wagon, these changes having been made under the authority 
of the Chief of Engineers. The brakes were intended to be operated by 
the teamster from his saddle on the near wheeler by a line attached to a 
brake lever of ordinary form. This arrangement, though practicable, 
gradually fell into disuse, since as no ambulance was provided, the men 
unfit for marching were compelled to ride on the wagons of the train and 
for obvious reasons were distributed as widely as possible, and it was soon 
found that the men riding on the wagons had relieved the teamster of the 


16 


duty of working the brake. The change in the draught rigging gave 
entire satisfaction, and I feel justified in recommending as the result of 
this experience that all the rigid splinter bars be replaced, as soon 
as possible, by double and single trees. Persons competent to express an 
opinion on the subject are of the opinion that the mules would have suf¬ 
fered severely on this march if they had been compelled to pull on rigid 
fastenings. As it was, there was not a sore shoulder or a collar mark, so 
far as my knowledge extends, when the train pulled into Fort Riley. 
The road test was not severe. Part of the route was hilly, but the roads, 
as a rule, were hard and smooth. Some difficulty was encountered from 
chess working out of place, the arrangement for holding them not appear¬ 
ing to be sufficiently positive. 

As before stated, Company C was assigned to the bridge train for the 
maneuver period, and made the march over alongside the wagons. Cap¬ 
tain Flagler, in command of this company, was constantly present with 
the train, and has submitted a very complete report, to which especial 
attention is invited. It forms part of Appendix 7. 

In the exercise of September 27th, (paragraph 14 of this report), in 
dragging the train over the rim rock, as described, every one of the old 
pattern chess wagons, having a sort of crib work over the front bolster, was 
broken. The new model chess wagons, having a solid bolster and a 
steel plate for fifth wheel, proved entirely satisfactory. 

21. On the return march the same train was hauled with the substi¬ 
tution of sound wagons for some of the broken ones, but a different load¬ 
ing of the ponton wagons, suggested by Mr. Stone, the Master of Trans¬ 
portation, was tried. A floor was made of the seven balk, the two side 
frames were placed on edge bottom up against the bolsters on either side, 
the ponton cover in its box, chess and small articles placed between. 
This load carried well and for this occasion had the advantage of forming 
a very convenient receptacle in the rear for such articles of baggage as it 
was necessary to put on the train, in view of the fact that our wagon 
transportation had been turned over to the 6th Infantry, and that the pack 
train was loaded mostly with tools. Some difference of opinion exists 
among the officers of the battalion as to whether this method of loading 
is superior to the old. I am not at present prepared to make a recom¬ 
mendation. 

22. The construction of a bridge was begun immediately on arrival, 
and the constant rise of the river and heavy run of drift prolonged the 
work through the entire period of the maneuvers and gave the officers 
and men of the battalion a most valuable experience. 


17 


The rise in the river increased its width so much that, in order to span 
it, it was necessary to use all the wooden pontons and seven trestles. 
The men had had but little boat drill and exclusively in still water. I felt 
a good deal of concern as to what the results would be in attempting to 
handle boats in the swift current. I was surprised and gratified to find 
that little or no difficulty was experienced, the boats being handled with 
celerity and precision. 

As the material used was of uncertain age and some of it apparently 
weakened by decay, I directed that seven balk should be used in each bay 
instead of five, and that all put in the bridge should be individually tested. 
The details of this work are described by Captain Flagler in the report 
cited. But few rejections were made, and if I could have known the 
result of the test in time, I would have had the bridge built with five 
balks instead of seven as it would have been amply strong. 

23. The most important point developed was the adaptability of the 
Birago trestle for use in swift currents of considerable depths over a 
movable bottom. The trestles were strengthened when set, by a line 
from an anchor upstream leading to the upstream end of the cap and 
hauled taut. The object of this was mainly to cushion the impact of 
drift and it was very successful in that respect. It also relieved the trestle 
from severe cross strains due to the pressure of the current and drift and 
made possible the adjustment of height of cap. The rise of the river and 
the settlement of the shoes of several of the trestles brought the upper 
side of the roadway at one point under water. The urgency of the case 
made it necessary to try at least to raise the caps, and the trial was so 
successful as to lead me to believe that under any ordinary circumstances 
no difficulty will attend this operation. I am now of the opinion that no 
great sacrifice of weight or simplicity of the trestle should be made in 
order to introduce a facility of cap adjustment. 

24. The pack train equipment consisted of aparejos and their acces¬ 
sories. As there were only three mounted sections, the "C” mounted 
section having not then been fully organized, the train was divided into 
three parts, each of identical organization, and one was assigned to each 
section to be taken out whenever necessary by the section, but concen¬ 
trated on the march. Six canvas pouches, designed by the chief packer, 
were made before starting, arranged to go on the aparejo and to be fastened 
to it by straps which did not interfere with the opening of the flaps of the 
four pockets which each pouch contained. The lower pocket was long 
enough to take shovels and pick handles. The upper pouch was long 
enough to take picks, bill hooks and other similar tools. The pouches 


18 


were of sufficient size to carry, when fully loaded with the average assort¬ 
ment of road and bridge tools, all that one mule could carry. These 
pouches gave great satisfaction, the only criticisms to be urged against 
them being that the material of which they were made was not suitable, 
and it was known not to be when it was used, and that the design was 
defective in some trivial details. The other packs were made up in the 
conventional way, the cargoes being arranged in side and top packs and 
put on with lair ropes and diamond hitch. 

Not only did the pouches require less time to load in the morning and 
unload at night, but no case is known of a pouch requiring attention from 
the packers on the march, while on the other hand, the pack train could 
scarcely be approached at any time without some of the packers being 
found dismounted readjusting some of their packs. About half an hour 
or three-quarters after starting in the morning a majority of the packs 
required readjustment, and the march of the train was delayed several 
minutes to permit this. Considered merely from the standpoint of a 
loading device, the pouch is much superior to the diamond hitch and 
should be preferred whenever it can be used. There was frequent occasion 
to open a pocket, take out some tool, use it for a few minutes, and replace 
it, in which operation no other part of the load was disturbed and no 
time was lost in re-packing. 

Based on this experience, an attempt is now being made to extend the 
same principle to boxes of standard size, so arranged on the aparejo that 
they can be unlocked and opened without disturbing the fastenings to the 
saddle. 

25. The wagon transportation consisted of the escort wagons supplied 
by the Quartermaster Department of which there were two for each 
company, the scheme being that one should be used for rations and 
baggage and the other for tools and engineering supplies. The result was 
that in most cases the two wagons were used indiscriminately for the two 
purposes and the loads were very much mixed. This was more or less 
of a necessity since both wagons had to be loaded to the tops of the bows 
in order to carry the material which had to be transported, and it seemed 
almost necessary to make the top loads of both wagons out of the lighter 
and more bulky materials and the bottom loads of the heavier stuff, and 
in its practical importance this classification seemed to outweigh the 
original one of baggage and tools. 

The question of the suitability of the escort wagon for transportation 
of baggage and rations does not fall within the scope of this report. As 
to its adaptability for carrying engineer tools, the result of this experience 


19 


is, on the whole, unfavorable. The rigid sides of the wagon are not high 
enough to retain the loads properly. It is difficult to pack tools, especially 
edged tools, so that they will not be injured in transportation by rubbing 
together. It is not practicable to arrange loads so that the tools wanted 
at any particular time can be gotten out without disturbing the rest of the 
load, and finally, but by no means least in importance, engineering tools 
and supplies in the ordinary escort wagon are not secure from the weather 
and from trespass. A special tool wagon seems to be required and two 
designs are now under experimentation by two companies of the battalion 
and a third is proposed and will soon be constructed for trial. 

The Headquarter’s baggage, mess outfit, tentage, and photographic, 
draughting, and map-making outfits were transported upon a large six- 
mule stake wagon which was constructed by enlisted men of the battalion 
from the Quartermaster’s scrap heap. This wagon was the most service¬ 
able one we had as regards convenience of loading and unloading and 
freedom from shifting of load during the march. Time did not permit 
any systematic packing of the photographic, draughting, and map-making 
outfits. They were mainly taken in the boxes in which they were 
received from supply houses and other sources. The obvious inadequacy 
of this arrangement makes it unnecessary to comment further upon it. The 
photographic and map work was in the immediate charge of the Adjutant 
of the battalion, whose report thereon, containing some suggestions as to 
arrangement and packing, will be found in Appendix 8. 

26. In the following recommendations of Company Commanders on 
the subject of equipment, I concur and recommend that steps be taken 
to make them effective. 

By Captain Flagler: 

That all wagons be equipped with single and double trees and brakes. 

That one of the boathooks prescribed for each ponton be made sharp 
on hook and point, similar to log hooks, for convenience in handling the 
drift. 

That each company be provided with 12 oil skin coats and hats and 24 
pairs of fishermen’s rubber boots. 

That a suitable block and fall with slings be provided for raising and 
lowering trestle caps without dismantling bridge. 

That the top of a trestle leg be modified in form to stand continued 
blows of maul without brooming and splintering. When the trestles are 
wet, it is found that considerable driving on legs is required. 

That four false legs be supplied with each trestle. 


20 


By Captain Flagler and Lieutenant Stickle: 

That each division of the bridge equipage be supplied with a small boat 
for general work, such as soundings, life saving, etc. A suitable boat for 
this purpose is described in some detail by Captain Flagler. 

By Captain Cavanaugh : 

The addition to the organization of the battalion of a veterinary with 
the rank and pay of sergeant, to perform also the duties of stable sergeant; 
a farrier and horseshoer for each section, to have the rank and pay of 
corporal, and the enlistment of special men as teamsters for the bridge 
train, with such compensation as will make their emolument equal to that 
of civil employes doing the same work. 

26. The site of the bridge, cross sections of the river, elevation of the 
trestle end, and sketches of the cap-hoisting device, and proposed modifi¬ 
cations to trestle leg, accompany the report of Captain Flagler. 

Very respectfully, 

SMITH S. LEACH, 

Major, 1st Battalion of Engineers. 

APPENDIX NO* 1. 

Camp Root, Fort Riley, Kansas, 
September 22, 1902. 

the Adjutant, 

1st Battalion of Engineers. 

SIR: I have the honor to submit herewith my report and itinerary as 
topographical officer for the march from Fort Leavenworth to Fort Riley, 
Kansas. 

I forward also the maps compiled from sketches made by the enlisted 
men of the battalion, in eleven sheets. 

Very respectfully, 

N. E. BOWER, 

2d Lieutenant, Corps of Engineers, 

Topographical Officer. 

GENERAL REPORT OF THE MARCH FROM FORT LEAVEN¬ 
WORTH TO FORT RILEY, KANSAS, SEPTEMBER 8 
TO SEPTEMBER 19, 1902. 

Being a summary of the daily reports. 

The roadway. The road is the ordinary country road. It is fenced 

off into three widths, 30 feet, 40 feet, and 60 feet. As 
a rule but one track of about 9 feet width has been used. 


21 


Bridges. 


Cities. 


The remainder of the roadway where the road machine 
has not been used recently is grown up with weeds, sun¬ 
flowers, or sometimes underbrush. Teams can pass 
anywhere excepting on bridges, but it would scarcely 
be advisable to move two abreast even on the best 
portions excepting in emergencies. In some places 
recent repairs have been made, but for the most part 
few repairs have been made in the past year. The 
numerous hills materially aid drainage, and these with 
the existing side ditches keep the road in fair condition. 
The road is hilly from one end to the other. Only two 
marches may be said to have been made on level road, 
viz, from Reform Farm to Silver Lake and from Silver 
Lake to St. Marys, a total distance of 26.42 miles. The 
roadway, previous to reaching Reform Farm, is, however, 
much more hilly than afterwards. The worst portion 
of road is two miles on either side of St. George. This 
portion combines hills with deep sand, making march¬ 
ing difficult, but the advance guard bridge train was 
taken through with two mule teams per wagon without 
difficulty. The nature of the soil is such that deep 
washouts or gullies at right angles to the road are numer¬ 
ous, causing much bridging. Low portions of the road 
would give difficulty in very wet weather. 

All large bridges, with two exceptions, are of steel or 
iron. The small bridges are of wood. As a rule they 
are in good repair and sufficiently strong for all ordinary 
loads. Their height is, with few exceptions, in the 
small bridges, above the high water mark. A few 
large bridges have pile piers or abutments, the rest have 
stone. 

These vary in size from 50 (Lowemont) to 3,500 
(Manhattan). Topeka has 40,000 population, but was 
not passed through. Frame buildings are used through¬ 
out up to Reform Farm. Beyond this a good building 
stone is easily gotten and consequently many stone build¬ 
ings are found in the towns and villages. Manhattan is 
a marked example of a city built in the neighborhood of 
good building stone. Every place has at least one rail¬ 
road passing through. Telegraphic and telephonic com- 


22 


Streams. 


Country. 


Camping grounds. 


Railroads. 


Telegraph lines. 


munication is easily gotten to all points, and rural 
delivery prevails throughout. 

Streams are found in sufficient number to insure water 
for a command however large passing through. After 
passing Reform Farm the Kansas River is nowhere 
more than two or three miles distant and in many places 
close to the road. The banks of all streams and of 
the Kansas River in places, is uncleared land and hence 
they can be located a long way off. 

The country may be said to be hilly throughout, 
including the reservations at the termini of the route. 
The lay of the land greatly favors the defensive. The 
roadway usually visible from not far distant hills. The 
land is practically all farm land and hedge and wire 
fences are everywhere used. Corn is very extensively 
planted. The appearance of the crop indicates a very 
productive soil. Large orchards here and there show a 
heavy yield of apples this year. Hay can be easily 
gotten along the route. From one point about 3 miles 
north of Meriden 28 hay stacks were counted. Views 
of 15 or 20 miles are occasionally gotten from an emi¬ 
nence, but usually 3 or 4 miles is the limit. 

Camping grounds were hired in advance for the com¬ 
mand and fuel, hay and grain were purchased from 
nearby farmers and delivered at the camp grounds 
usually before it was reached. The places chosen were 
some excellent, some quite poor. A total distance of 
4.7 miles was lost in going into camps selected off the 
main road. Camp grounds were hired at all places 
excepting at Kilmer where a railroad siding was occu¬ 
pied. Water was always found in abundance and was 
generally good. 

Railroads were found in all the towns passed through 
giving connection with Leavenworth or Kansas City. 
The maps give these roads wherever they were found. 

Telegraph lines in general are along all the roads 
passed over. 

DIARY. 

The command comprised the 1st Battalion of En¬ 
gineers, with the advance guard bridge train and the 


23 


rades. 


pack train. A detachment of the Hospital Corps accom¬ 
panied. Leaving Fort Leavenworth at 9.55 A. M., 
September 8, 1902, Fort Riley was reached at 10.45 
A. M., September 19,1902. The total distance marched 
was 143.86 miles. Number of days marching, 12; 
average distance per day, 11.99 miles. The shortest 
march was 7.12 miles and the longest 15.94 miles. 
On the longer marches a stop of about hours for 
lunch was taken. The total distance lost in going into 
camps was 4.7 miles. The total distance lost in taking 
wrong roads was 3.25 miles. The total distance there¬ 
fore might have been reduced to 135.91 miles. 

The command would start in the morning at hours 
designated by the Commanding Officer the preceding 
evening. The time varied between 6.30 A. M. and 
7.30 A. M. The order of march was as follows: 

The advance guard (one mounted detachment after 
the reconnoissance men had been taken away); three 
dismounted companies; one mounted detachment as 
train guard ; the wagon train, followed by the bridge train ; 
the pack train; the rear guard (one mounted detach¬ 
ment). The wagon and bridge train started twenty 
minutes after the dismounted men, and the pack train 
twenty minutes later. Halts were made by the dis¬ 
mounted men after every fifteen minutes of marching 
and the teams would catch up with them at the end of 
the second or third halt. 

The weather previous to and on the march was dry. 
Two light showers on the march had no effect on the 
roads. 

NOTE. —Errors have doubtless crept into this report 
and into the map work, but every possible care has been 
taken to make both as nearly correct as possible. 

N. E. BOWER, 

2d Lieut., Corps of Engineers, 

Topographical Officer. 

EXPLANATION SHEET. 

(To accompany report.) 

Grades in maps are expressed in degrees. The top 
and bottom of each hill is marked by a line at right 


24 


angles to the road, and an arrow between these lines 
shows the direction of water flow. 

Numbers inclosed in circles correspond to numbers 
in written report of bridges. 

Numbers inclosed in squares correspond to numbers 
on the same sheet and show who made the drawing on 
which they were placed. 

Letters on drawings correspond to letters in written 
report. 

The main road is distinguished by having no numbers 
in squares on any of its pieces. 

Distances were taken by odometers and the reconnois- 
sance parties got their distances by the time method. 

To obtain distances by the former odometers were 
put on both front wheels, and the average number of 
revolutions and the average circumference of the wheels 
used to compute the distance. 

In the latter case the best results were gotten by tim¬ 
ing the horses in pairs, and having a paper scale made 
and pasted on the rule of the sketching case. 

Sketching case. The Cavalry Sketching Case was used exclusively. 

Method of getting The reconnoissance party, consisting usually of four 
and using sketches. Qr ft ve p a j rs ^ starte d out just before the column. The 
best man was given the main road and usually one man 
detailed to assign the other pairs to side roads. Proper 
marking was put on all side sketches so that they could 
be quickly placed when brought in. In addition, patrols 
were sent out on long routes to bring in maps of adja¬ 
cent and sometimes parallel roads. This brought in 
much valuable information, as the maps attest. The 
second best men were usually placed on these patrols. 
Compiling. As soon as cam p was pitched the drawings were 

assembled in a tent set aside for this purpose and the 
map compiled. The map could be put in fairly good 
form in two hours after the command arrived at the 
spot, but frequently extra work was put on them and 
the enlisted men were permitted to work till late in the 
evening. All the outside work excepting about 3 miles 
of over 300 miles of road was done by enlisted men. 
They were used frequently in helping compile the maps 


Numbers. 

Letters. 

Main road. 

Distances. 


25 


I. 

The roadway. 


II. 

Bridges. 

III. 

Rate of march. 
Villages. 


Streams. 


Country. 


and put finishing work on them, which they did cheer¬ 
fully. 

N. E. BOWER, 

2d Lieut., Corps of Engineers, 

Topographical Officer. 


REPORT No. 1. 

Fort Leavenworth to Lowemont, Kansas, September 8, 
1902. 

The road is the ordinary dirt road, fairly well drained 
by throwing or scraping dirt from the gutter to the 
center. No repairs, however, seem to have been made 
recently. For about 3 miles the width is 30 feet, after 
that, 60 feet Stone for repairs is not near at hand, 
but forest timber sufficient to corduroy wet places can be 
gotten conveniently. All grades are given in accom¬ 
panying map. About 1/4 miles from Fort Leaven¬ 
worth there are two railroad cuts near the road and 
close to each other; depth, about 30 feet, and adjacent 
hills thickly wooded; timber generally small. Fences 
are all barb wire, excepting about one mile of hedge. 

One queen post truss steel, 30-foot span, 8 feet above 
(1) water. Stone abutments; single track width and of 
ordinary strength; in good repair. 

Time, 9.55 A. M. 2 P. M. ; distance, 8.87 miles. 

Lowemont. Lowemont is a country village of 50 
people. A church at this place is visible 2 miles before 
reaching it. Principal buildings are post-office and tele¬ 
graph office, and Atchison, Topeka and Santa Fe Rail¬ 
road depot, and a small store. 

The only stream of any importance is Salt Creek. 
This is small and the water is unfit for use; width, 4 
feet; depth, 1 foot. 

The country is hilly the entire distance and greatly 
favors the defensive. Wooded spots here and there 
would afford concealment for large bodies of troops. 
Soil good. Plenty of corn and hay. Several newly 
ploughed fields would make travel in fields difficult but 



26 


for short distances only. A view of many miles gotten 
when near and at Lowemont. 

Camping grounds. Very good at Lowemont. No good places for large 


Railroads. 

Telegraph lines. 

command intermediate on account of scarcity of water. 
A grove about 3 miles from Fort Leavenworth large 
enough for two regiments to camp. Water would have 
to be gotten at farmhouses. Water at Lowemont was 
gotten from ponds and railroad station-house. 

See maps. 

After passing railroad cut, 15 wires to Lowemont; 
usual wood poles. 

N. E. BOWER, 

2d Lieut., Corps of Engineers, 

Topographical Officer. 

The roadway. 

REPORT NO. 2. 

Lowemont to Easton, Kansas, September 9, 1902. 

Country road, varying between 20 and 60 feet in 
width as fenced off, but scarcely ever more than 9 feet 
can be called road. The rest would require much work 
to make it passable. All grades given in accompanying 
drawing. Attention is invited to several hard grades in 
this march. Timber for repairs easily gotten. Hills 
give good drainage of one kind. Road scraper was used 
recently on part of this road. One-half mile east of 
Easton is a defile one-third mile long. High and heavily 
wooded flanks and bad road through it. 

Bridges. 

The following bridges were found on the march: 

1st. Wood; 8-foot span, 6 feet high ; stone abutments; 
2x 10 inch balk and logs; 1 Yi inch and 2 inch plank; 
cross gully; condition good. 

2d. Wood; 10-foot span, 6 feet high; stone abutments; 
2x 10 inch balk and logs; 2 inch plank; condition good. 
3d. Four plank wide; 4 feet high; condition good. 
4th. Wood; 8-foot span; 3 feet high; stone abut- 


ments; same material as second; condition poor. 

NOTE. —This bridge broke down under the advance 
guard bridge train. 

5th. Wood; three plank; 2 feet high. 



( 3 ) 

( 4 ) 

Kate of march. 

Villages. 

Streams. 

Country. 

Camping grounds. 

Railroads. 
Telegraph lines. 

The roadway. 


27 

6th. Wood; 110 feet (paced); 25 feet above water; 
width, 15 feet; approaches of 30 foot and 20 foot spans; 
simple Warren truss; good stone piers; roofed. 

7th. Wood; trestle bridge, two trestles, rotting; one 
post reinforced with plank; length, 40 feet; height, 25 
feet; width, 15 feet; pile abutments; strength doubtful 
for siege guns. This bridge could easily be repaired or 
reinforced by timbers from adjacent woods. 

1 ime, 7.40 A. M., 10.30 A. M.; distance, 7.12 miles; 
teams must march single; two abreast only after much 
road work. 

Easton; population, 400; principal buildings, Leaven¬ 
worth, Kansas and Southwestern Railroad station, post- 
office; telegraph and telephone to all points; three grocery 
stores, two hardware stores, two blacksmiths and wagon 
makers. This place would be difficult of defense, as it 
lies in an amphitheater, surrounding hills being close. 

Big Stranger Creek; width now, 15 feet; very muddy; 
slow current; steep banks, giving considerable depth 
when high. 

Greatly favors the defensive; soil very fertile; corn is 
the principal crop raised. A view of about 10 miles is 
gotten to either side of the road almost the entire dis¬ 
tance. Large fields of kaffiir corn were passed. All 
arms could operate in this region. 

At Easton, water was gotten from a branch of the Big 
Stranger Creek. Farm house wells would have to be 
depended on at intermediate stopping places. Other¬ 
wise suitable ground in many places. 

Leavenworth, Kansas and Southwestern Railroad, 
given on map. 

None on road. 

N. E. BOWER, 

2d Lieut., Corps of Engineers, 

Topographical Officer. 

REPORT NO. 3. 

Easton to Winchester, Kansas, September 10, 1902. 

Usual dirt road; the first two miles 30 feet wide, after 
that 40 feet wide; entire width passable and well drained, 


28 


Bridges. 

(5) 


( 6 ) 


(7) 


( 8 ) 

Rate of march. 
Villages. 


excepting for short distances; road machine used; road 
now in good condition. Of the two roads at A, the one 
to the left is very hilly and should not be taken in pref¬ 
erence to the one straight ahead ; heavily wooded on 
part of flanks; road not specially good here. A defile 
one-half mile long at B; steep hills and had roads; 
barbed wire used extensively for fences. 

The following bridges were found: 

1st. Queen post truss; wood; span, 30 feet; height, 
10 feet; width, 12 feet; pile abutments; condition good. 

2d. Wood; span, 12 feet; height, 6 feet; width, 12 
feet; condition good. 

3d. Wood; span, 15 feet; height, 8 feet; width, 12 
feet; pile abutments; condition good. 

4th. Wood; span, 6 feet; height, 5 feet; width, 12 
feet; condition good. 

5th. Wood; span, 4 feet; height, 5 feet; width, 12 
feet; condition very poor. 

6th, 7th. Wood; span, 8 feet; height, 8 feet; stone 
abutments; condition very poor. 

8th. Wood ; four plank; \ x /2 feet high ; condition good. 

9th. Queen post truss; braced; wood; span, 30 feet; 
approaches, 8 feet; height, 10 feet; pile piers and plank 
abutments. 

10th. Bowstring girder; span, 50 feet; height, 10 
feet; steel pile pier on one side and pile abutments 
other side; 8-foot approach. 

11th. Wood; six plank; height, 2 feet; condition poor. 

12th. Wood; span, 8 feet; height, 6 feet; condition 
good. 

13th. Wood; span, 6 feet; height, 6 feet; condition 
good. 

14th. Wood; four plank; height, 1 foot. 

15th. Stone culvert; two 18-inch pipe, imbedded. 

16th. Wood; king post truss; span, 10 feet; height, 
6 feet; condition poor, but piled under center. 

Time, 7.35 A. M., 11.30 A. M.; distance, 10.33 miles. 

Winchester; population, 600; frame buildings; 
Leavenworth, Kansas and Southwestern Railroad station; 
three hardwares and two blacksmiths; post-office; tele- 


29 


Streams. 

Country. 

Camp grounds. 
Railroads. 
Telegraph lines. 

The roadway. 


The bridges. 

(9) 

(10) 

( 11 ) 


graph and telephone to all points; difficult of defense; 
adjacent country generally level. 

Small, scarcely enough to water horses. Good water 
was gotten at Winchester camp from buried hogsheads. 

Good soil, very fertile, dark sandy loam. Corn and 
several large orchards; view of, perhaps, 20 miles to either 
side of road occasionally gotten; view of 6 miles frequently 
gotten; country more level than heretofore; timber is 
found only along creeks. 

Of all kinds, easily gotten, but farm house wells 
would have to be depended on for water. 

The Leavenworth, Kansas and Western from Easton 
to Winchester. 

Two wire lines along road; usual wood poles. 

N. E. BOWER, 

2d Lieut., Corps of Engineers, 

Topographical Officer. 

REPORT NO. 4. 

Winchester to Osawkie, Kansas, September 11, 1902. 

Ordinary country road, but better than usual; two 
teams could move abreast after second half mile for sev¬ 
eral miles; the first half mile was unworn, but fairly 
good ; all grades shown in map; view of from 3 to 4 miles 
is gotten on either side of the road; a bridge in course 
of building one-half mile west of Dunavant caused an 
extra march on the north road of about one-half mile; 
last half of distance, road is uncared for and unworn: 
barbed wire fences and hedge fences. 

The following are the bridges: 

1st. Five-foot plank box; condition good. 

2d. King post truss; span, 12 feet; height, 4 feet, 
above water; Bankable stone abutments; doubtful 
strength, probably two ton the limit. 

3d. Wood; span, 12 feet; plank abutments; condi¬ 
tion good. 

4th. Same as second. 

5h. Bridge building here. 

6th. Wood; span, 9 feet; height, 8 feet. 

7th. Wood; span, 4 feet; height, 4 feet. 


30 


Rate of march. 
Villages. 

Streams. 

Country. 

Camp grounds. 

Railroads. 

Telegraph lines. 


The roadway. 


8th. Wood; span, 10 feet; height, 4 feet. 

9th. Wood; seven plank; height, 4 feet. 

10th. A-shaped bridge; height, 4 feet. 

11th. Wood; eight plank; height, 4 foot. 

Time, 6.55 A. M., 2 P. M.; one and one-quarter 
hour’s stop for lunch; distance, 15.94 miles. 

Dunavant, small country village of 70 population; 
buildings, blacksmith shop and lumber yard; Kansas 
City and Northwestern Railroad depot, four passenger 
trains daily; telegraph and telephone to all points; frame 
buildings, difficult of defense. 

None of any importance; small ones shown in map. 

Generally hilly; at A-A large table lands or plateaus 
of striking appearance; the river valley stretches out in 
prominent view traveling from B to B; soil good and 
productive; corn the principal crop raised; farm houses 
scattered at intervals of miles and fractions of miles. 

A large body of men could encamp in the vicinity of 
Osawkie as the Delaware River would furnish ample 
water for all purposes except drinking, and numerous 
wells would supply this. 

The Kansas City and Northwestern Railroad at Dun¬ 
avant, and the Leavenworth, Topeka and Southwestern 
Railroad at Osawkie. 

Three wires from Winchester to near Dunavant, where 
six more wires join from the south; poles poor, of 5 
inches diameter and bark on. 

N. E. BOWER, 

2d Lieut., Corps of Engineers, 

Topographical Officer. 


REPORT NO. 5. 

Osawkie to Kilmer, Kansas, September 12, 1902. 

Ordinary country road, varying in width 30 to 40 
feet; road reasonably well drained and hilly; fences, 
barb wire and a few miles of hedge; all grades given on 
map; between Meriden and Kilmer the wrong road 
was taken, and this road was very poor and hilly; the 
proper road was reported much better. 



31 


List of bridges. 

( 12 ) 


( 13 ) 


( 14 ) 

( 15 ) 

Rate of march. 
Villages. 


Streams. 


List of bridges: 

1st. Bow-string truss, steel span, 125 feet; 30-foot 
approach; stone piers and abutments; height, 20 feet 
above water. 

2d. Six planks; height, 3 feet; condition good. 

3d. Three plank; height, 2 feet; condition good. 

4th. Six plank; height, 2 feet; condition good. 

5th. Four plank; height, 2 feet; condition good. 

6th. Stone culvert over gully; 8-foot arch; condition 
good. 

7th. Four plank; height, 2 feet; condition good. 

8th. Wood; span, 8 feet; height, 2 feet; condition 
good. 

9th. Wood; span, 6 feet; height, 2 feet; condition 
good. 

10th. Wood; span, 4 feet; height, 4 feet; condition 
good. 

11th. Wood; span, 8 feet; height, 8 feet; condition 
good. 

12th. Warren truss; steel span, 80 feet; height, 20 
feet; stone abutments. A 200-foot railroad trestle just 
north of this bridge; condition good. 

13th. Wood; span, 8 feet; height, 8 feet; condition 
good. 

14th and 15th. Four-foot boxes; condition good. 

16th. Wood; span, 15 feet; height, 6 feet; condition 
good. 

17th. Wood and iron queen post truss; 60-foot span; 
height, 20 feet above water; pile piers; condition good. 

18th. Culvert, 40 feet; height, 12 feet; condition good 

Time, 6.40 A. M., 12.20 P. M.; distance, 15.39 miles. 

Osawkie; population, 300; post-office, telegraph 
office, one blacksmith shop, three hardwares; Leaven¬ 
worth, Topeka and Western Railroad depot. 

Meriden; population, 300; post-office, Atchison, 
Topeka and Santa Fe Railroad station, and a branch of 
the Leavenworth, Topeka and Southwestern Railroad 
depot, one blacksmith, two hardware stores, bank, livery 
stable; telegraph and telephone to all points. 

Delaware River, 30 feet wide to 50 feet wide, depend- 


32 


Country. 


Camp grounds. 


Railroads. 
Telegraph lines. 


ing on the weather. Rock Creek, width, 30 feet; very 
muddy; stream crossed by bridge (No. 14 on map), 40 
feet wide; stream crossed by culvert (15) 6 feet wide. 

Hilly and under good state of cultivation ; view wide ; 
village of Rock Creek and dome of State capitol visible 
from point B on map; pyramid-shaped hill overlooking 
Meriden at C; wire and hedge fences used extensively. 

Suitable camp grounds could be gotten along the 
streams mentioned above. 

See map. 

Two wires to Meriden; place for six more; usual 
wood poles. 

N. E. BOWER, 

2d Lieut., Corps of Engineers, 

Topographical Officer. 


REPORT NO. 6. 

Kilmer to Reform Farm, Kansas, September 13, 1902. 

The roadway. Country road ; fairly well drained and hilly, as shown 

on map; width, 30 to 60 feet; weeds and underbrush 
on either side of beaten path. 

Bridges. List of bridges : 

1st. Seven plank; height, 2 feet; condition poor. 

2d. Two-foot box. 

3d. Wood; span, 10 feet; height, 2 feet; condition 
good. 

4th. Wood; span, 6 feet; height, 2 feet; condition 
good. 

5th. Wood; span, 8 feet; height, 2 feet; condition 
good. 

6th. Wood; span, 8 feet; height, 4 feet; condition 
good. 

(16) 7th. Bowstring truss; steel span, 60 feet; height, 8 
feet above water; pile abutments; 10-foot approach; 
condition good. 

8th. Five plank; height, 2 feet; condition good. 

9th. Wood; span, 10 feet; height, 3 feet; condition 
good. 

10th. Wood; span, 6 feet; height, 8 feet; condition 
good. 



33 


( 17 ) 


Rate of march 
Villages. 


Streams. 


Country. 


Camp grounds. 

Railroads. 
Telegraph lines. 


11th. Steel truss; span, 65 feet; height, 30 feet; 
approaches of 40 feet and 25 feet; very good stone piers. 

Time, 7 A. M., 10 A. M. ; distance, 9.2 miles. 

Kilmer; nothing more than a railroad siding; Atchi¬ 
son, T opekaand Santa Fe Railroad passes here (through 
trains.) 

Indian Creek; 15 to 20 feet wide; clear water. 

Soldier Creek; 30 feet wide, 4 to 5 feet deep; banks 
steep, muddy. 

Rolling farm lands; fields divided by hedge and barb 
wire fences; dome of capitol visible at A and B and 
frequently thereafter. 

Camp grounds could be gotten along either of the 
streams mentioned above. 

None along route. 

Two wires; place for eight more; part of the road 
had four wires; usual wood poles. 

N. E. BOWER, 

2d Lieut., Corps of Engineers, 

Topographical Officer. 


The roadway. 


Bridges. 

Rate of march. 
Villages. 


Streams. 


REPORT NO. 7. 

Reform Farm, to Silver Lake, Kansas, September 14, 
1902. 

Road, 60 feet wide, practically level, low, and straight; 
difficult or impossible of drainage; wire and hedge 
fences; swampy places; considerable sand in road, 
thought to be bad in wet weather, but an inhabitant of 
Silver Lake stated that he had hauled two-ton loads to 
Topeka with three horses in all kinds of weather. 

No bridges. 

Time, 7.30 A. M., 11.30 A. M. ; distance, 11.68 miles. 

Silver Lake; population, 250; blacksmith shop, post- 
office; telegraph and telephone lines to all points; about 
six stone buildings here; a main line of the Union 
Pacific Railroad passes through. 

No streams, but Silver Lake is a considerable body of 


water. 



34 

Country. 

Camp grounds. 

Railroads. 
Telegraph lines. 


The roadway. 

Bridges. 

( 18 ). 


( 19 ) 

( 20 ) 

Rate of march. 
Villages and cities. 


Generally level, soil sandy; view of two or three 
miles either side of road; dome of capitol and Wash- 
burne College in view to south of road. 

Would generally be chosen near the river which 
averages three-quarters of a mile from ” the lower road.” 
(See map.) 

A main line of the Union Pacific Railroad is near the 
road the entire distance. 

Twelve wires with usual wood poles. 

N. E. BOWER, 

2d Lieut., Corps of Engineers, 

Topographical Officer. 


REPORT NO. 8. 

Silver Lake to St. Mary’s, Kansas, September 15, 1902. 

Dirt road, 40 feet wide; fences, hedge and barbed 
wire; this road averages about 8 feet below the adjacent 
railroad track, and drainage is difficult or impossible. 

The following bridges: 

1st and 2d. Wood; span, 10 feet; 8-foot stone abut¬ 
ments; condition good. 

3d. Steel truss bridge; span, 70 feet; height, 25 feet; 
stone abutments; condition good. 

4th. Wood box; 4x4 feet; condition good. 

5th. Wood; span, 8 feet; height, 4 feet; condition 
good. 

6th. Wood; span, 8 feet; height, 3 feet; condition 
good. 

7th. Wood; span, 6 feet; height, 3 feet; condition 
good. 

8th. Stone; span, 20 feet; height, 8 feet; condition 
good. 

9th. Queen post truss; span, 14 feet; height, 8 feet; 
stone abutments. 

Time, 6.30 A. M., 1.20 P. M. ; distance, 14.74 
miles; halt of one and one-third hours for lunch. 

Kingsville, about 30 population ; stock yards and rail¬ 
road station; 2.6 miles from Silver Lake on main road. 

Rossville, population, 600; blacksmith shop, livery 



35 


Streams. 

Country. 

Camp grounds. 

Railroads. 
Telegraph lines; 

The roadway. 

Bridges. 

( 21 ) 


stable, stock yards, stores of all kinds, and bank; tele¬ 
graph and telephone to all points. 

St. Mary’s, city of 1,500; site of St. Mary’s College, 
boys’ school, Catholic, registers 300 students in addi¬ 
tion; principal street has many stone buildings on either 
side; site of camp overlooks the whole city; difficult of 
defense; Union Pacific Railroad depot. 

1. Cross Creek, at Rossvile, 25 feet wide, with steep 
banks, possibly very deep in wet weather. 

2. Burbony Creek. 

3. Creek under bridge No. (20), 8 to 10 feet wide, 
near St. Mary’s. 

Rolling farm lands; for three miles before getting to 
St. Mary’s hills to the north control the road; open 
country to the left. 

The site at St Mary’s was well chosen on a hill over¬ 
looking the city; water was gotten from wells at the 
bottom of the hill. 

Union Pacific Railroad runs parallel to road. (Seemap.) 

Twelve wires on road and twelve on railroad; usual 
wood poles. 

N. E. BOWER, 

2d Lieut., Corps of Engineers, 

Topographical Officer. 

REPORT No. 9. 

St. Mary’s to Waumega, Kansas, September 16, 1902. 

Dirt road, generally 30, 40, and 60 feet wide, and in 
fair condition; no unusual grades or very bad places; 
all grades given on map; last four miles of road a road 
scraper had been used recently. 

Bridges; 

1st. Stone culvert; 8 feet long, 4 feet high; condition 
good. 

2d. Steel truss; span, 30 feet; height, 10 feet; condi¬ 
tion good. 

3d. Wood; span, 6 feet; height, 4 feet; stone abut¬ 
ments; condition good. 

4th. Seven plank; height, 4 feet; width of this bridge 
about 50 feet. 



36 


( 22 ) 

( 23 ) 

( 24 ) 

( 25 ) 

( 26 ) 


Rate of march. 
Villages. 


Streams. 


Country. 

Camp grounds. 


Railroads. 


5th. Steel truss; span, 20 feet; height, 10 feet; ap¬ 
proach, 10 feet; stone abutments; condition good. 

6th, Steel truss; span, 20 feet; height, 20 feet; ap¬ 
proach, 10 feet; stone abutments; condition good. 

7th. Stone culvert 20 feet long, 8 feet high; stone 
abutments; condition good. 

8th. Steel truss; span, 30 feet; height, 15 feet; stone 
abutments; condition good. 

9th. Steel truss; span, 120 feet; height, 30 feet; ap¬ 
proaches, 35 feet on either side; pile abutments; condi¬ 
tion good; bridge in need of repairs; railroad bridge 
within 100 feet and strong; both have stone piers and 
abutments. 

10th. Wood; span, 10 feet; height, 8 feet; near 
camp; condition good. 

Time, 6.40 A. M., 1.35 P. M. ; one and one-third 
hour halt for lunch; distance, 15.65 miles. 

Belvue; population about 200; post-office, telegraph 
and telephone offices. 

Waumega; population about 1,900 ; apparently flour¬ 
ishing little town on the Union Pacific Railroad; sev¬ 
eral stone stores and dwellings. 

1. Fitzgerald Creek, 8 feet wide; banks wooded and 
steep. 

2. Riley Creek, clear water. 

3. Terrain Creek. 

4. Deep Creek, 20 feet wide now; banks very steep. 

5. Lost Creek, small stream of clear water. 

6. Vermilion River, about 65 feet wide; muddy and 
very steep banks; banks wooded. 

Rolling farm lands intersected with barb wire and 
hedge fences. 

Can be gotten near any of the above mentioned 
streams. That at Waumega excellent for small com¬ 
mand, say, one or two regiments. City water can be 
gotten. 

The Union Pacific Railroad is in touch all along the 
route. 


Telegraph lines. Some places ten wires; about four wires the entire 


37 


distance; usual wood poles. 

N. E. BOWER, 

2d Lieut., Corps of Engineers, 

Topographical Officer. 


The roadway. 


Bridges. 


( 26 ) 

( 27 ) 


( 28 ) 

( 29 ) 


REPORT NO. 10. 

Waumega to Elbow Creek, Kansas, September 17, 1902. 

Road narrow, crooked, and hilly for about two miles 
after leaving Waumega; about one mile through woods, 
road good then till within about two miles from St. 
George. Here sand was struck and hills. In some 
places roadway was very narrow, due to washouts. Sand 
continued for about two miles beyond St. George. 
These four miles were by far the worst road of all for 
marching over or hauling heavy loads over in dry 
weather. At A the road is low and surrounding country 
swampy. Water covered the road for a distance of 75 
feet to a depth of 12 inches. The dismounted men took 
the railroad track. 

Bridges: 

1st. Culvert 30 feet, 20 feet high; dry creek. 

2d. Wood; span, 18 feet; height, 10 feet; condition 
fair. 

3d. Wood; span, 10 feet; height, 4 feet. 

4th. Wood; span, 20 feet; height, 8 feet; stone abut¬ 
ments; condition good. 

5th. Wood ; span, 8 feet; height, 4 feet; clear water; 
condition good. 

The bridge across the Kansas River is a steel one of 
six bays resting on brick piers; condition good. 

6th. Steel truss; span, 40 feet; height, 15 feet. 

7th. Wood truss bridge; span, 20 feet; height, 4feet.; 
stone abutments. Probably too weak for siege guns but 
can be flanked without great difficulty. 

8th. Wood; span, 6 feet; height, 6 feet; stone abut¬ 
ments; condition good. 

9th. Wood; span, 10 feet; height, 6 feet; condition 
good. 

10th. Wood; span, 6 feet; height, 2 feet; condition 
good. 



38 


( 30 ) 


Rate of March. 
Villages. 


Streams. 


Country. 


Camp grounds. 


Railroads. 


Telegraph lines. 


11th. Wood; span, lOfeet; height, 6 feet; condition 
good. 

12th. Wood; span, 7 feet; height, 2 feet; condition good. 

13th. Wood; span, 6 feet; height, 2 feet; condition good. 

14th. Wood; span, 8 feet; height, 2 feet; condition good. 

15th. Steel truss bridge: span, 40 feet; strong stone 
abutments; height, 30 feet; condition good. 

16th. Wood; span, 10 feet; height, 10 feet; stone 
abutments; condition good. 

17th. Wood; span, 6 feet; height, 2 feet; condition good. 

Time, 6.30 A. M., 1 P. M. ; one and one-third 
hours halt for lunch; distance, 14 miles. 

St. George, population, 200; wagon works, Union 
Pacific Railroad station, stone buildings. 

1. Woody Creek. 

2. Black Jack Creek, about 8 feet wide and 2 or 3 
inches deep; water very clear. 

3. Elbow Creek, width, 10 feet; 1 to 2 feet deep; 
banks very steep. 

Hilly and woods only along streams. At C is a line 
of hills commanding the road for several miles. At B 
the road climbs along a side hill. 

The camp ground at Elbow Creek was in a field and 
plenty of water was at hand. Here was ample room for 
a brigade encampment. 

The Union Pacific Railroad is followed, crossed, and 
recrossed. 

None to St. George (error in map), after that four to 
Elbow Creek; usual wood poles. 

N. E. BOWER, 

2d Lieut., Corps of Engineers, 

Topographical Officer. 


REPORT NO. 11. 

Elbow Creek to Eureka Lake, Kansas, September 18, 
1902. 

The roadway. Country road of 30 and 40 feet widths. Generally 

in good condition in dry weather, but probably bad in 
wet weather. Defile and hilly road at. A, after that 
swampy road, especially so at B, where water covered 



39 


Bridges. 

( 31 ) 

( 32 ) 

( 33 ) 

Rate of inarch. 
Cities. 

Streams. 

Country. 

Camp grounds. 

Railroads. 
Telegraph lines. 


The roadway. 


road to depth of 18 inches and dismounted men passed 
via the railroad. 

1st. Bridge of three 120-foot spans, bow-string trusses, 
steel, and 100-foot trestle approach, wood; height, 35 
feet above water; good stone piers and abutments. 

2d. 200 feet south railroad bridge of two steel truss, 
spans of 150 feet each and 150-foot trestle approach; 
excellent stone piers and abutments; new piers 300 yards 
below for a bridge. 

3d. Bridge, 75-foot span, steel truss; height, 25 feet; 
approach, 25 feet; good stone abutments ; 200 feet south 
of railroad bridge of similar construction but stronger. 

4th. Wood; span, 8 feet; height, 8 feet; condition good. 

Time, 7.30 A. M., 11.15 A. M. ; distance, 10.96miles. 

Manhattan, population, 3,500 ; many stone buildings. 
Nearly all stone on both sides of principal street; good 
building stone at C and perhaps nearer. * 

Eureka Lake, summer hotel. 

1. Big Blue River; width, 125 feet, probably twice 
as wide in wet weather. 

2. Wild Cat Creek; width, 10 feet, and 1 or 2 feet 
deep. Gets probably 75 feet wide and 10 feet deep in 
wet weather. 

3. Kansas River near at all times. 

Hilly and in many places covered with rocks in the 
neighborhood and west of Manhattan. 

Good camp grounds at D and at Eureka Lake for 
one or two regiments. 

Union Pacific Railroad close to road at all times. 

Four wires to Manhattan; Manhattan, three or four 
to Eureka Lake, including an electric light wire; usual 
wood poles. 

N. E. BOWER, 

2d Lieut., Corps of Engineers, 

Topographical Officer. 

REPORT NO. 12. 

Eureka Lake to Fort Riley, Kansas, September 19, 1902. 

Reconnoissance only to reservation limits. 

Country road in very good condition in dry weather, 
probably bad in wet weather; hills give fair drainage till 


40 


the reservation is reached, after that the roadway is low 
and quite level. 

Bridges. 1st. Wood; king post truss, span, 15 feet ; height, 7 

( 34 ) feet; stone abutments; fair condition. 

2d. Wood; span, 4 feet; height, 4 feet; condition 
poor. 

3d and 4th. Two-foot boxes; condition poor. 

( 35 ) 5th. Same as first, excepting height, 10 feet; condi¬ 
tion good. 

6th. Wood; king post truss, height, 4 feet; floor 
poor; stone abutments. 

7th. Wood; span, 12 feet; height, 8 feet; condition 
good. 

Time, 7 A. M., 10.45 A. M. ; distance, 9.98 miles. 
Ogden, population about 200; blacksmith shop and 
wagon works, post-office, Union Pacific Railroad station. 
None of any importance. 

Rolling farm land intersected by barb wire and hedge 
fences. 

None suitable en route on account of scarcity of 
water in dry weather. 

The Union Pacific Railroad close at hand at all times 
after the first three miles. 

Two wires with usual wood poles. 

(Reservation limits.) 

N. E. BOWER, 

2d Lieut., Corps of Engineers, 

Topographical Officer. 


Rate of march. 
Villages. 

Streams. 

Country. 

Camp grounds. 

Railroads. 

Telegraph lines. 


Headquarters, 1st Battalion of Engineers, 

Camp Ludlow, Fort Leavenworth, Kansas, 

September 7, 1902. 

General Orders No. 75. 

Extract. 

****** * 

6. Lieutenant N. E. Bower, Corps of Engineers, is detailed as topo¬ 
graphical officer. 

By order of Major Leach : 

H. BURGESS, 

1st Lieut., Corps of Engineers, 

Adjutant. 



41 


Report of the marches made by the mounted detachments of the 1st 
Battalion of Engineers on their return trip from Fort Riley to Fort 
Leavenworth, Kansas. 

Marches were made as follows: 


October, 

1902. 

From— 

To— 

Distance— 
Miles. 

Time. 

10th_ 

Fort Riley 

Manhattan 

15.61 

11.05 A. m. to 4 P. M. 

11th _ _ 

Manhattan. 

Wamego __ 

20.50 

7.35 A. m. to 12.45 P. m. 

12th 

| Wamego 

St. Mary’s 

15.65 

7.15 A. M. to 11.35 A. M. 

13th 

! St. Mary’s 

Silver Lake 

14.74 

7.30 A. M. to 11.30 A. M. 

14th 

Silver Lake 

Meriden 

25.88 

7.15 A. M. to 12 M. 

15th 

Meriden 

Winchester _ 

27.16 

7.20 A. M. to 3.30 P. M. 

16th_ 

Winchester 

Fort Leavenworth_ 

23.85 

7.20 A. M. to 1.30 p. m. 


Total distance, 143.39 miles. 

CAMPS. 


At Wamego, St. Mary’s, and Silver Lake the same camps were used as 
in going to Fort Riley. 

At Manhattan a camp was chosen just northwest of the town. The 
location and condition of the camp ground was all that could be desired. 
Water for the animals had to be gotten in the town, the only objectionable 
feature. 

At Meriden suitable ground was gotten on the line of march just east 
of the town within the racetrack. Here also water had to be gotten from 
the town. The ground lies low and the track forms a border preventing 
good drainage, hence this would not be used in wet weather or for any 
considerable period of time. 

At Winchester an ideal grass plot was gotten on the eastern side of the 
town. Water for the animals was gotten from troughs in town and drink¬ 
ing water from nearby houses. This camp was much superior to the 
camp south of town previously occupied. 

MARCHES. 

The same routes were taken on the return trip with the following 
exceptions: 

From Manhattan to Wamego the road south of the river was taken. 
This route is about three miles longer than the north road, but the hills 
and the sandy road on either side of St. George (spoken of in previous 
report) were avoided. The road bed is low and not well drained. During 
a rainy season it would doubtless be very muddy, while the sand on the 
north road would not be bad. It is practically a level road and in dry 
weather good time can be made on it. It might here be added that these 
roads dry out quickly and probably a week after continued rainy weather 
this road would be good. 
































42 


Near Belvue the south road was taken, passing through Belvue instead 
of going around it on the north. This road was quite muddy and would 
be worse than the upper road in wet weather, while it is not appreciably 
shorter. (See maps.) 

Kilmer was not passed through. Instead of turning east when at a 
point miles west of Kilmer the command continued north 2 miles, 
then turned east following the main telegraph line into Meriden. The 
distance is the same as through Kilmer. The good road from Kilmer to 
Meriden was sketched by one of the parties and will be involved in the 
map. 

The post was approached from the south road and the engineers’ bar¬ 
racks terminated the march. 

DIARY. 

# The command consisted of the four mounted detachments, one escort 
wagon, the pack train, and the advance guard bridge train. The return 
trip was made in seven days, covering a total distance of 143.39 miles. The 
average rate of marching was 20.48 miles. The longest march was 27.16 
miles, and the shortest march was 14 74 miles. The only rain encoun¬ 
tered en route was light showers at St. Mary’s after the command had 
gotten into camp. 

N. E. BOWER, 

2d Lieut., Corps of Engineers, 

Topographical Officer. 


1st Endorsement. 

Hdqrs. 1st Battalion of Engineers, 

Camp Root, Fort Riley Reservation, Kansas, 

September 25, 1902. 

Respectfully forwarded to the Adjutant-General, Maneuver Division, 
report and itinerary inclosed herewith. 

The maps submitted are originals. It has not been possible to repro¬ 
duce them on account of the dark weather which has prevailed. It is 
desired to take up the work of reproduction as soon as weather permits, 
and with this object in view I request the return of these maps as soon as 
the Commanding General has examined them. 

SMITH S. LEACH, 

Major, Corps of Engineers, 
Commanding 1st Battalion of Engineers. 


559-1902 



43 


2d Endorsement. 

Hdqrs. Maneuver Division, 

Camp Root, Fort Riley Reservation, Kansas, 

September 28, 1902. 

Respectfully returned to the Commanding Officer, 1st Battalion of 
Engineers. 

The Division Commander is much pleased with the maps herewith. 
It is hoped the work of reproduction be done at this camp. Three copies 
will be desired at headquarters of the division. 

Lieutenant Bower’s report and itinerary has been retained at these head¬ 
quarters. If desired for temporary use by the Commanding Officer, 1st 
Battalion of Engineers, it will be returned to him. 

By command of Major General Bates: 

E. J. McCLERNAND, 

Major of Cavalry, 

Adjutant General. 

APPENDIX NO. 2. 

Hdqrs. 1st battalion of Engineers, 

Camp Root, Fort Riley Reservation, Kansas, 

September 19, 1902. 

The Adjutant-General, 

Division of Maneuvers, 

SIR : I have the honor to submit the following report of the march of 
the 1st Battalion of Engineers from Fort Leavenworth to Fort Riley, in 
compliance with General Orders No. 34, Department of the Missouri, 
c. s., and General Orders No. 38, Post of Fort Leavenworth. 

The Battalion left Fort Leavenworth at 10 A. M., on the 8th instant, 
with 8 officers, 198 unmounted and 78 mounted men in ranks; a wagon 
train of 9 tool and baggage wagons, with 38 mules, 1 civilian, and 8 
enlisted teamsters; a bridge train of 15 wagons, with 60 mules and 16 
civilian teamsters, an acting wagon-master for both trains, and a pack train 
of 24 pack and 7 riding mules, with a civilian chief packer and 7 enlisted 
packers. 

A contract surgeon and 5 men of the Hospital Corps were attached. 

The order of march adopted was as follows: 

1st. The mounted detachment of one company as advance guard and 
reconnoissance party. This was followed by a foot column composed of 
Companies A, B, and D. Next came the battalion and company wagons, 
accompanied by the mounted detachment of one company as a guard. 


44 


Then followed the bridge train, accompanied by Company C as a guard, 
then the pack train and finally the mounted detachment of one company 
as a rear and provost guard. 

Camps were made on sites determined before the march was begun, 
and fuel and forage were supplied by local contractors. The sites selected 
were at Lowemont, Easton, Winchester, Osawkie, Kilmer, Topeka, 
Reform Farm, Silver Lake, St. Mary’s, Wamego, Elbow Creek, and 
Eureka Lake. 

The battalion was rationed at Fort Leavenworth for six days, except 
the meat component which was for three days. P'resh beef was supplied 
at Winchester, Kilmer, Topeka, St. Mary’s, Wamego, and Manhattan. 
Six days’ rations except fresh meat were drawn at Topeka. 

At each camp the battalion was disposed in a rectangle, with one side 
occupied by the picket line of the mounted detachments. 

The camp guard was composed of the picket line guard and one post 
on each of the other sides. Eight reliefs were mounted, giving each 
sentinel one tour of about hours. Each relief was in charge 

of a non-commissioned officer. On reaching the vicinity of camp the 
advance guard posted a mounted picket on each road. These pickets 
were relieved at 2-hour intervals by members of the same detachment 
until 6 P. M., when the camp guard was mounted, at which time a picket 
post of a non-commissioned officer and four men was posted on each road, 
and the mounted pickets withdrawn. An officer of the day was detailed 
for duty from 6 P. M. until reveille. 

The medical stores supplied for the march were inadequate in variety 
and quantity. There was not more than enough foot powder for issue to 
a dozen men. There was no quinine, though it was entered on the list 
on the lid of the box. There were no liniments. The surgeon tele¬ 
graphed for quinine and foot powder and these were supplied at Meriden. 

The sick report was not large at any time. A corporal of Company D 
was kicked in the groin by a horse on the morning of the second day and 
was sent back by train to Fort Leavenworth. He was discharged from 
hospital on the third day after his arrival and asked permission to join the 
column. He was authorized to do so at his own expense and rejoined at 
Osawkie. A corporal of Company B fell over a tent cord at Silver Lake 
and broke his arm near the elbow. He was sent back by train. One 
private was missing on the 17th. He was last seen near the well from 
which water was procured at the dinner halt. He complained of cramps 
and went through the fence to an adjoining field. He was not missed 
when the start was made and was not reported absent until after retreat. 


45 


Immediately after reveille the next morning an officer was sent back with 
a wagon and a thorough search was made as far back as the place where 
the halt was made. No trace of the man was found. 

The weather during the entire period of the march was very good and 
the roads in their best possible condition. The nights were very cold. 
At Kilmer there was a heavy frost and ice formed. But one day was 
warm enough to have any effect on the men. 

The reconnoissance was done principally by mounted men. An aggre¬ 
gate of about 350 miles of roads were traversed and mapped. All prob¬ 
able alternative routes were explored and all intersecting roads were 
covered for a mile or more on each side of the main route. 

The battalion arrived at the camp of the Division of Maneuvers at 11 
A. M., to-day and went into camp. Its present strength is shown by the 
field report already submitted. 

Very respectfully, SMITH S. LEACH, 

Major, Corps of Engineers, 
Commanding 1st Battalion of Engineers. 

526-1902 


APPENDIX NO. 3. 

Hdqrs. 1st Battalion of Engineers, 

Camp Root, Fort Riley Reservation, Kansas, 

September 24, 1902. 

The Adjutant-General, 

Blue Army, 

SIR : I have the honor to submit the following report of the operations 
of the 1st Battalion of Engineers during the outpost exercise of to-day. 

The mounted detachments of Companies A and B, with a commis¬ 
sioned officer and a pack train of intrenching tools, were sent to report to 
the Commanding Officer, 28th Battery Field Artillery. The remainder 
of the battalion, 8 officers and 198 men, with 2 surgeons and 5 men of 
the Hospital Corps, and 3 company tool wagons, left camp at 8.33 A. M., 
and marched by the Milk Ranch road to the vicinity of Morris Hill, 
where the position to be taken was pointed out. It was a commanding 
knoll between the branches of Forsyth Canon. 

On reconnoitering the position the northern face was found to present 
four distinct spurs. One company was assigned to the spur on each flank 
and the largest company was posted near the head of the ravine between 
the two extreme spurs, with pickets on each. The smallest company was 
placed in reserve toward the right flank which seemed the most important, 



46 


and a short distance in rear of the position. It had complete natural 
cover. On account of ravines intersecting the rear of the position a 
greater depth of disposition was not practicable. 

The reconnoissance of the position, showing the location of each sup¬ 
port and picket is herewith. 

The battalion was in position and had begun entrenching at 10.01 A. M. 

At 1.10 P. M., a few of the enemy’s cavalry scouts were seen in front 
of the right of the position at 800 or 900 yards distance. They were 
fired on at the range stated and were apparently put out of action. 

Aside from this the day was without incident. 

Very respectfully, 

SMITH S. LEACH, 


553-1902. 


Major, Corps of Engineers, 
Commanding 1st Battalion of Engineers. 


APPENDIX NO. 4. 


Hdqrs. 1st Battalion of Engineers, 

Camp Root, Fort Riley Reservation, Kansas, 

September 29, 1902. 

Lieutenant-Colonel William Stanton, 

11th Cavalry, 

Commanding Advance Guard, Blue Forces. 

SIR : (1) I have the honor to submit the following report of the par¬ 
ticipation of the 1st Battalion of Engineers in the reconnoissance in force 
made this day. 

(2) The battalion left camp at 8 A. M., under orders to rendezvous at 
the Pump House Road, near the race track, at 8.45. The strength was 
as follows: 

(3) Companies A, B, C, and D, less mounted detachments of A, B, 
and D, 6 officers, and 130 men. 

Mounted detachments of Companies A, B, and D, 1 officer, and 50 men. 

One company wagon with litter and tools. Regimental Field Hospital. 

(4) The command reached its position in column on the Pump House 
Road at 8.30 A. M. Company C, Lieutenant Burgess commanding, was 
sent forward as support of the advance guard. 

Verbal orders were received here from Colonel Rodney to march the 
command in column on a trail to be pointed out by Lieutenant Canfield, 
A. C., and not to deploy until ordered to do so. 

At 9.15 the battalion, forming the reserve of advance guard, moved out 
as indicated. The march was continued from the canon under cover of 


47 


Morris Hill until nearly at the junction of Estes and Milk Ranch roads, 
when orders were received to deploy on a rise west of Morris Hill, right 
resting on the high ground about 900 yards west, facing north, with the 
6th Infantry on our left. This position was taken at 10 A. M., and held 
until after 11. About 10.30 orders were received to send a mounted 
detachment to Morris Hill to support a battery. These men were with¬ 
drawn from the firing line, and sent as directed. 

Orders were received to change front to the right and come up on left 
in support of the 28th Battery. 

This position was held for a few minutes when orders were received to 
leave a small support for the 28th and to advance to a ridge in front of on 
the right of another battery, number not known. In this position the action 
terminated. The part of the battalion with me did not fire during the day. 

(5) The wagon containing the hospital stuck at the entrance of the 
canon and returned to camp. The surgeons went forward with first-aid 
equipment and were directed to the right flank by the medical officer of 
the day. The battalion was left without any medical attendance. 

Very respectfully, 

SMITH S. LEACH, 


579 - 1902 . 


Major, Corps of Engineers, 
Commanding 1st Battalion of Engineers. 


APPENDIX NO. 5. 

Hdqrs. 1st Battalion of Engineers, 

Camp Root, Fort Riley Reservation, Kansas, 

September 28, 1902. 

Lieutenant-Colonel William Stanton, 

11th Cavalry, 

Commanding Advance Guard, Blue Forces. 

(Through Commanding Officer of the Support .) 

SIR : I have the honor to make the following report of the operations 
of Company C, 1st Battalion of Engineers, during to-day’s reconnoissance. 

Company arrived at the Pump House between 8.35 and 8.40 A. M. 
I reported to Captain Donaldson, Commander of the Support, for orders, 
and was directed by him to march my company in rear of the 19th Bat¬ 
tery, F. A., and to act as a support for that battery. During the march 
to Morris Hill I followed this battery as directed. 

When this battery came into position on Morris Hill, I was directed to 
report to Captain March for orders by Captain A. L. Lott, 6th Cavalry, 
acting as aide to the commander of the support. Having reported to 


48 


Captain March I was directed by him to place my company on the left 
of his battery as a support. In accordance with this order the company 
was posted in line of skirmishers on the military crest to the left of the 
battery, the left of the company being slightly refused so as to bring fire 
to bear against a flank attack. 

When the battery was limbered up to move forward from Morris Hill 
the company was assembled and put into column of march following the 
battery. But at this juncture Lieutenant Canfield, acting as aide to 
Colonel Rodney, directed that I should remain on Morris Hill and act as 
support to the 28th Battery, which was advancing to this position. This 
order was obeyed. It was impracticable at this time to communicate the 
substance of this order to my immediate commander, Captain March, 
but this was done at the first opportunity. 

After the 19th Battery had come into action on the hill to the east of 
Morris Hill, I received an order from Captain March (by orderly) to 
bring by company up on the left of his battery. I reported this order to 
Colonel Rodney, and was directed by him to comply with the same. 

I immediately moved forward the company in double time on the line 
of and to the left of the 19th Battery, breaking the company into line of 
skirmishers before reaching the crest of the hill. Upon the appearance of 
my company on the crest of the hill, a few of the Brown Cavalry scouts, 
who had been observing the battery position from a point to the left front 
about 800 yards from the battery, fell back to the next ridge, out of range. 

Upon direction of Captain March the company was advanced to the 
left front of the battery, so as to command the valley running at right 
angles to our front. 

A small knoll about 200 yards to the left of my line entirely obscured 
my view toward the north. For this reason I posted a picket on the crest 
of this hill. This picket about 11.15 reported the advance of a Brown 
Cavalry patrol. I took one section of the company and gained the crest 
of the knoll at the double time, just as the cavalry patrol of about 12 men 
reached the crest of a ridge about 600 or 700 yards distant. Two volleys 
were fired, kneeling, at 600 yards, at this patrol, whereupon it retreated. 
I left this section posted on the knoll, then returned to the company. I 
had hardly returned when the Brown Infantry, in skirmish line, appeared 
on ridge about 1,000 yards away. Sights were set for 800 yards and when 
the enemy had advanced to this distance six volleys were fired before he 
had moved forward a hundred yards. A much heavier fire could have 
been delivered had ammunition been plentiful. When these volleys 
were delivered the Brown line was silhouetted against the sky, while my 


49 


line was screened by the grass at the edge of the trail in which the com¬ 
pany was posted. For this reason it seemed apparent that the enemy 
must have suffered heavily from this fire. At this stage cease firing 
was sounded, but the Brown force on the left (right of his line) advanced 
about 200 yards, firing as they advanced. No reply was made. 

Meanwhile the cavalry patrol appeared again on the left, and was driven 
back by five volleys from the detached section at 600 to 700 yards range. 

This ended the operations of the company, as it was marched off when 
recall was sounded. • 

Very respectfully, HARRY BURGESS, 

1st Lieut., Corps of Engineers, 
Adjutant, 1st Battalion of Engineers, 

Commanding Company C. 


575 - 1902 . 


APPENDIX NO, 6, 


Camp Root, Kansas, 

October 7, 1902. 

The Adjutant-General, 

Maneuver Division. 

SIR: I have the honor to submit a report of the action yesterday in 
accordance with Problem No. 10. 

The problem was to occupy and hold a defensive position to prevent a 
strong Brown force of all arms from reaching Fort Riley. The force 
under my command consisted of the 1st Battalion of Engineers, less one 
company; 6th Regiment of Infantry; A Troop, 8th Cavalry; 6th and 
28th Batteries, Field Artillery.. 

The field hospitals of the Engineers and Infantry were with their respec¬ 
tive organizations. Captain Wilson, Medical Department, reported as 
Chief Surgeon, and Captain E. B. Ives, Signal Corps, as Chief Signal 
Officer. Captain Ives furnished men and means of prompt and efficient 
communication with all parts of the position. 

The line of defense selected rested its right on One Mile Creek, ran 
along the ridge upon which the reservoir and Ogden Monument stand, 
and continued in prolongation of this ridge across the gorge of Republican 
Flat, resting its left on Republican River. The disposition of forces made 
is shown in the order issued, a copy of which is herewith. All details of 
disposition were left to the subordinate commanders and officers named in 
the order. I rode over the right and center positions just before the action 
began and found everything in satisfactory shape. I did not find it neces¬ 
sary to make the slightest change. 


50 


The troops were in position a few minutes after 7 A. M., and shortly 
after 9, men and guns were well intrenched. 

The instructions for fire regulation are given in the order and were 
carefully followed by the subordinate commanders, except that the two 
guns on the right replied to artillery fire from Morris Hill, which was not 
contemplated in the order. 

The action on the right was opened at 10 A. M., by a battery of artil¬ 
lery from Morris Hill. This battery displayed a red flag from which it 
would appear that it had an artillery target. No guns of the defense had 
as yet opened and Brown scouts had been within 150 yards of the right 
artillery position without suspecting its presence. The infantry attack 
was developed a few minutes later, large bodies advancing in close order 
and infantry marching by the flank in plain view of the Blue lines. The 
only alternative suppositions are that the Brown did not suspect the prox¬ 
imity of the Blues or entertained a supreme contempt for their prowess. 
I adopt the former. This attack beginning on the right was developed to 
our left until it enveloped right and center with a thin and much exposed 
line. 

At 11.15 A. M., I received information that the two guns on the right 
were out of action. I at once ordered two guns of the 28th from the 
center to replace these and also ordered two guns of the 6th to the right, 
intending to use them in case the mountain guns were late in arriving. 
The two guns of the 6th were in position ready to open when cease firing 
was first sounded, and the two mountain guns were unpacked, on their 
wheels, and ready to be run into the pits, when the action ceased on the right. 

In the center the foot troops fired frequently at excellent targets at mid 
ranges. The four mountain guns on the left of the center were kept 
busy firing at excellent targets at close artillery ranges. The commander 
of this battery allowed a skirmish line of dismounted cavalry to march 
past the Pump House, to avoid a premature disclosure of his position, 
knowing that they were walking into a trap. 

The work on the left was not under my observation, as I could not get 
to that part of the line during the action. The reports of subordinate 
commanders show that it was extremely interesting. Everything which 
appeared on that front was ruled out of action except one man of a cav¬ 
alry troop whom the umpire, after a special intercession, allowed to go 
back with news. 

The means of communication between the several parts of the position 
were left entirely to the Chief Signal Officer, Captain Ives. The disposi¬ 
tions were explained to him and he was left to make such arrangements 


51 


as he saw fit. He saw fit to make them most complete and effective, 
including a telegraph station on Morris Hill, which was in operation 
during the entire action. 

The work of the cavalry patrol was most satisfactory. Prompt and 
clear reports were sent back almost from the time the troops left the posi¬ 
tion. On one occasion I was completely encircled by couriers, each 
waiting to hand me a report. At no time was I in the least doubt as to 
the enemy’s disposition and movements. 

When the action was suspended, in addition to the guns heretofore 
alluded to, there were two companies of infantry and a troop of dis¬ 
mounted cavalry in reserve which had not been under fire. 

I invite particular attention to reports of subordinate commanders 
attached hereto. They present many details without which the progress 
of the fight can not be fully understood, but which I am not able to 
incorporate in this report. 

The profile adopted for infantry trenches is that usually known as 
“kneeling trench.” The trench is four feet wide on top, three feet on 
the bottom, and one-and-a-half feet deep. The parapet is one-and-a-half 
feet high and two-and-a-half feet thick on top. Men in this trench are 
secure from shrapnel fire and if lying on the bottom are also safe from 
shell, which must pass through six to ten feet of solid earth to reach them. 

The conduct of all the troops under my command deserves the highest 
commendation. The reservation of fire was especially commendable. 
The zeal and enthusiasm of the officers and the interest and attention of 
the men would not be greatly exceeded in actual battle. 

Very respectfully, 

SMITH S. LEACH, 

Major, Corps of Engineers, 

591-1902. Commanding Blue Forces. 


APPENDIX NO* 7* 

Fort Leavenworth, Kansas, 

October 27, 1902. 

The Adjutant, 

1st Battalion of Engineers. 

(Through Commanding Officer , Company A.) 

SIR: I have the honor to submit herewith my report of the work done 
by Company A, 1st Battalion of Engineers, at the Fort Riley maneuvers. 
Very respectfully, 

H. W. STICKLE, 

1st Lieut., Corps of Engineers. 


52 


Fort Leavenworth, KansAs, 

October 22, 1902. 

The Adjutant, 

1st Battalion of Engineers. 

(Through Commanding Officer , Company A.) 

SIR: In compliance with Circular No. 7, Headquarters 1st Battalion 
of Engineers, Fort Leavenworth, Kansas, October 18, 1902, I have the 
honor to report as follows concerning the work done by Company A at 
the Fort Riley maneuvers. 

Corporal Charles Lowenheimer and 1st Class Private Alvah H. 
Mitchell were on special duty as assistants to the maneuver division topo¬ 
graphical officer from September 22 to September 26. 

2d Class Private John Howry was on special duty as draughtsman 
September 23 to October 8. 

Hydrographic survey of Kansas River. Five cross sections about 300 
feet apart were sounded every 10 feet. The resulting notes have been 
plotted and the plot and a report upon this work have been submitted. 

A copy of the above-mentioned report accompanies this report as 
Appendix A. 

On September 23, the mounted section took part in a drill of the 
mounted company, pack train and bridge train combined. 

On September 24, the company, except the mounted detachment, took 
part with the battalion on outpost duty as a part of the Blue Force, the 
company as battalion reserve. The company, by direction of the Adju¬ 
tant, took up a position in close order in a sheltered position and accessi¬ 
ble to the different parts of the line of the battalion supports and remained 
there until the close of the exercise. 

The mounted detachment of the company with pack train was directed 
to report to Captain Charles T. Mencher, Field Artillery, at his camp. 

Itaccompanied him to Sheridans Bluffs, where the work of intrenching the 
battery was given it. The mounted detachment of Company B was united 
with that of Company A on this day, all under command of Lieutenant N. E. 
Bower, Corps of Engineers. The non-commissioned officers laid out the 
gun pits and took immediate supervision over the work of digging them. 
The privates started the work of digging and later alternated with the 
enlisted men of the 28th Battery in digging. These pits were completed 
in about an hour and a half. Lieutenant Bower then reported to Captain 
Mencher for further instructions. He was referred to Colonel Miller, 
22d Infantry, who was commanding the right of the line, who said he had 
no intrenching to be done and directed Lieutenant Bower to join the sup- 


53 


ports acting as infantry. As the principal attack was made on the left of 
the line, no active part was taken by any of the troops on the right. 

The pit constructed was the German gun pit, the width of the gun por¬ 
tion reduced to 10 feet and not dug. 

On September 26,1 was directed to report with one platoon to the com¬ 
manding officer of the 6th Infantry, to take part in an advance guard 
exercise. The platoon was accompanied by one escort wagon, carrying 
tools for intrenching and for bridge construction. These tools were not 
called for during the day. A copy of the report submitted to 1st Lieu¬ 
tenant James B. Kemper, 6th U. S. Infantry, acting as adjutant of the 
column, accompanies this report as Appendix B. 

Lieutenant N. E. Bower, commanding the other platoon, reported to 
Lieutenant-Colonel Adams, 18th Infantry. The assembly was made at 
the hay sheds, at which place Lieutenant Bower reported to Colonel 
Adams, 18th Infantry. 

One section of the mounted detachment with pack train was assigned 
to the support of the advance guard, one section with wagon to the 
reserve. After the advance guard had moved forward some distance, the 
enemy was encountered and very soon the support was put on the firing 
line. In the absence of orders Lieutenant Bower turned over the horses 
to the horse holders, and they with the pack train were left in a protected 
place while the rest of the detachment was taken to the right of the firing 
line and advanced with the firing line, now almost a mile long, in the 
direction of Morris Hill. Before reaching this place the engagement 
terminated. The second section, under Corporal Jacoby, was not 
engaged. After lunch at Morris Hill the rear guard formation was taken 
up and the platoon was assigned to the reserve. 

September 27. The company, except the mounted section, took part 
in the exercises of the day with the battalion under the direction of the 
Battalion Commander. When the battalion left the Governor Harvey 
Road to ascend the hills to the right, the company was left behind to 
assist in getting the bridge train up these hills. A muddy portion of the 
road was repaired by throwing in rock of which a large quantity was 
available in the immediate vicinity. Each wagon was assisted up the first 
hill by a squad of men and no further difficulty was encountered for about 
a quarter of a mile, when the tool wagon upset. The wagon was righted 
and the contents piled therein and the train proceeded without further 
mishap. 

The company joined the battalion about 12 M. 

The mounted detachments of Companies A and B were united under 


54 


command of Lieutenant Knight, Lieutenant Bower being second in com¬ 
mand. The two detachments with their pack trains were assigned to the 
reserve of the advance guard. The absence of orders was very conspicu¬ 
ous at this time for they were left totally in the dark as to their functions 
and they rode with hospital wagons in front of and behind them until 
quite near the firing line. Here they were dismounted to fight on foot 
and joined the firing line just as the engagement was ended. 

September 30. The mounted section, 5 non-commissioned officers 
and 21 privates dismounted section in conjunction with a detail from 
Company D, completed in the forenoon the construction of the approach 
to the ponton bridge on the south bank of the Kansas River. 

The first three days of October, 2 non-commissioned officers and 12 
privates were on duty under the orders of Captain C. A. F. Flagler at the 
ponton bridge. 

Drills were had on October 1 and 2 in the construction of low and 
high wire entanglements for such men of the company as were available. 

October 6. The company took part with the battalion as a part of the 
Blue Force. 

A copy of my report of operations on that date to the Adjutant- 
General, Blue Force, as engineer officer in charge of the intrenchment of 
the center of the line of defense is appended (see C.) 

This report includes in a general way the operations of the company. 

From the right of the five squad trenches of this company, Lieutenant 
Bower had command of the first and second squads, I had command of 
the third and fourth, and Lieutenant Frazier the fifth. No firing was 
done at a greater range than 600 yards, and the firing at individual scouts 
of the enemy and at small squads was individual, volleys being fired when 
the enemy appeared in sufficient force at the short ranges to justify it. 

October 7. The company with the exception of the mounted detach¬ 
ment took part in the exercises of the day, with the battalion acting as a 
part of the Blue Forces. 

From 10.15 to 11.30 A. M., the company acted with Company B as a 
support to the 20th Battery, Field Artillery. 

These two companies then joined the Battalion Commander and Com¬ 
pany A acted as battalion reserve, while the Blue line was forming, keep¬ 
ing 400 paces in rear of the battalion supports and on its left flank. The 
company was then put on the line at the extreme left of the Blue Force, 
with the exception of the Engineer Mounted Company, which position 
it held until the close of the exercise. 

The three mounted detachments were united under command of Lieu- 


55 


tenant Pope, Lieutenants Knight and Bower commanding platoons. 
Later a detachment of about 12 men of the 8th Cavalry reported to Lieu¬ 
tenant Pope. Advance guard was formed with these mounted men in a 
deep ravine. Before it was entirely formed the flankers were engaged. 
Lieutenant Bower requested a patrol of Lieutenant Pope to round up 
stray parties of the enemy. This was given and he moved forward with 
the patrol on the enemy’s left. The small parties anticipated proved to 
be the enemy’s firing line. Lieutenant Bower being directly on the flank 
of this line dismounted his small patrol and enfiladed the line as it 
retreated. After moving back about 800 yards the firing line had devel¬ 
oped considerable strength. Here three volleys from a battalion was 
drawn, besides obtaining good shots at the enemy’s officers. Lieutenant 
Bower rode back and gave the information to the advancing line, mean¬ 
while leaving the patrol under command of the sergeant in a secluded 
place. When he returned the patrol had been ruled out by an umpire. 
Lieutenant Bower then joined Lieutenant Knight, operating with his 
mounted detachment and part of A and B companies on the enemy’s 
right. After getting on the rear of the right of the enemy’s line an 
umpire notified Lieutenant Bower that the detachments were ruled out. 
This terminated the operations of himself and detachment for the 
day. 

October 8 at 4 P. M., all available enlisted men of the company were 
reported to the Commanding Officer, Company C, for duty during the 
exhibition exercise of the dismantling and reconstruction of a portion of 
the ponton bridge. 

To Company A, Engineers, was assigned the work of adding a 3-mile 
border to maps of the reservation already existing. Lieutenant Bower 
was directed to take entire charge of this work and it was pushed as rapidly 
as possible. Two unforseen circumstances materially delayed this work 
In the first place it was difficult to attach our road sketches to these maps 
as they had been compiled from information gotten from various sources 
and in many cases the roads were incorrect. Then again the weather 
was rainy, rendering the roads so muddy as to be almost impassable. 

Permission was gotten from the Adjutant of the battalion to start from 
the interior of the post and work outwards. Both mounted and dis¬ 
mounted men were used for the work. In order to make the interior 
work more accurate the Water Tower, Morris Hill, and Sheridan’s 
Bluffs were located by triangulation, using a paced base line, and bearings 
were taken from these to other points. The work was then carried on 
as far as time would permit. No effort was made to make a map of the 


56 


post proper, as good maps of this already existed. The result of the work 
was traced and blue prints have been submitted. 

Very respectfully, 

H. W. STICKLE, 

1st Lieut., Corps of Engineers. 


1st Endorsement. 

Fort Leavenworth, Kansas, 

October 27, 1902. 

Respectfully forwarded to the Adjutant, 1st Battalion of Engineers. 

THOMAS H. REES, 
Captain, Corps of Engineers, 

Commanding Company A. 

Camp Root, Fort Riley, Kansas, 

September 26, 1902. 

1st Lieutenant James B. Kemper, 

6th United States Infantry. 

SIR : I have the honor to report the following operations of the first 
platoon, Company A, 1st Battalion of Engineers, this date. 

Having been informed by the advance guard commander that the 6th 
Infantry would assemble at 8.30 in its camp, and pursuant to his instruc¬ 
tions that the platoon would join that organization as it passed the camp 
of the 1st Battalion of Engineers, it was directed that the platoon fall in 
at 8.30 A. M., so as to be prepared to join at 8.40 A. M. 

The 6th Infantry passed at 8.22 A. M., and I was directed by the Adju¬ 
tant to join the 6th Infantry as soon as possible at the Pumping Station. 
The platoon left camp at 8.35 A. M., and was reported to the advance 
guard commander 9.10 A. M. I was directed to lead the reserve with 
the platoon. At about 11 A. M., the platoon was ordered on the firing 
line. It advanced about 800 yards in extended order to a line 15 yards 
in advance of the battery and on its left. It there opened fire on the 
Brown in extended order about 600 yards distant. After one volley, the 
order to cease firing was received. 

On the return march, as a part of the rear guard in retreat, the platoon 
was assigned to the reserve and placed at its head, a position it held until 
the rear guard was attacked, which occurred after the platoon had entered 
the north end of the gully on the Governor Harvey Road north of its 
intersection with Milford Road. 'The Infantry and Artillery of the 
reserve were withdrawn. When firing began on our right and in our 
advance, I moved the platoon to an advantageous position near the south 
extremity of the gully, with a view of resisting an attack from that direc- 


noo- The pftmooa occupied ths position uadi recall. The platoon 
cc m mander then reported to the rear guard commander and was directed 
to return to the a^n«r camp with his pbrooa. 

A sketch of the route of march nc sites of engagements was made by 
Corporal PfctlgreT:. Company A. 1st Bum' ja of Engineers. and he was 
directed to surmit the same to die Commanding Odtcer of the column. 

Verc respectraldc. 

H. W. STICKFE. 


1st Lieut.. Corps of En^inews, 

Com mind mg First Phtnor Company A. 1st Battalion of Engineers. 


Camp Root. Fort Riley Reservation. Kansas. 

October 6. 1902. 

The Adjutant-General Blue Forced 

Camp Root. Fort Riley. Kansas. 

SIR I have the hooor to report the following mtrenchment of the 
center or die line of defense this vine, under my direction. 

The general plan adopted was the standing trench and such further 
thickening of parapet, without deepen.rg trench, as time w ould permtt. 

The trenches were for squads, proper provision being made for con¬ 
taining such n!e closers as might be assigned ro squads, dunks being gen¬ 
erally refused. The center occupied four rdges. separated by ravines, 
opening to the west into Pump House Cahoa. on a general north and 
south line from Milk Ranch Road to Ogden Monument. 

1st rdge. Five sguad trenches in echelon, occupied by Company A. 
1st Barra, on of Engineers. 52 strong. 

2d ridge. Two sc-ad trenches occupied b> ore pbroon. 1st Battalion 
of 6ch Infantry . 14 stroog. 

5d ndge. Three s^uad trenches occupied by onecompany. 1st Battalion 
or 6th Infantry. 50 strong. 

4th ridge. Four gun-pits occupied by guns of the 2Sth Batten 'Moun¬ 
tain). On the south slope of this ridge wx> intrenched the artillery support. 
This ridge was in tren che d under the immediate supervision of Lieutenant 
N. L Bower. Corps of E ng ine er s. Lieutenant Bower, the mo u nt ed detach- 
merit, and all non-o>nriiKS>.oned oihcers of the company engaged in 
supervising mtrenchments rot the im :::> . ud the company at U> A M . 
and tvx^k their places in the trenches. 

AU the trenches made for foot troops were on so 1 closely underbid 
with solid rock. A modification of the standing trench was therefore 
made, and with the exception of the second ndge. by a trench c 
br to the regular kneeling trench. a thicker parapet being, however, gen- 



58 


erally obtained. On the second ridge directions were given and later 
directions for necessary modifications; these directions were misunder¬ 
stood and a parapet, or rather a stone wall, was built mostly in elevation 
to a height of about four feet, thus affording a good target for the enemy. 

This was not a key point, very weakly held, its occupancy not essen¬ 
tial and though not intended, I am of the opinion that making this para¬ 
pet prominent was a fortunate occurrence in that I noticed the enemy’s 
fire constantly directed toward it, and to the advantage of that part of the 
line which was occupied in stronger force. 

All trenches with the above exception were well concealed in with 
grass, cut and r placed, and as long as Company A, Engineers, remained in 
their trenches, I am confident that the enemy had not located its trenches, 
and were ignorant of the fact that their lines were being fired upon by our 
men sheltered only 300 to 500 yards distant. 

The final attack of the enemy was made against the position held by 
this company, and consisted of a line of skirmishers followed by other 
lines of supports and reserve. This entire force was under fire as above 
for about ten minutes. The company was then ordered forward from 
the trenches by Major Morton, 6th Infantry, to the military crest for the 
purpose of firing upon those of the enemy who had advanced toward us 
over the military crest of the hill in our front. The company was at 
once brought back to the trenches. Probably the enemy opposite to it 
were out of action before the company left its trenches and the company 
was under no other fire before it returned to the trenches. 

A sketch of the positions occupied by the center and the location of the 
intrenchments accompanies this report.* 

Very respectfully, 


H. W. STICKLE, 

1st Lieut., Corps of Engineers, 

In charge of trench construction for the center of line of Blue Forces. 
Enclosure. 


Hdqrs. Company B, 

1st Battalion of Engineers, 
Fort Leavenworth, Kansas, October 23, 1902. 
The Adjutant, 1st Battalion of Engineers, 

Fort Leavenworth, Kansas. 

SIR: In accordance with Circular No. 7, Headquarters 1st Battalion of 
Engineers, Fort Leavenworth, Kansas, October 18, 1902, I have the 
honor to make the following report: 

******* 


Not printed. 


59 

The work done by Company B at Fort Riley during the period of the 
maneuvers was as follows : 

September 20, 1902— 

Making camp. 

September 21, 1902— 

Sunday. 

September 22, 1902— 

Constructing a road and bridge across the gorge of One Mile 
Creek, leading from the main road northeastward to the Field Hospital. 
September 23, 1902- 
Same as September 22. 

September 24, 1902— 

Formed part of Blue outpost of an army corps. The support 
intrenched itself with tools carried in army escort wagon. 

September 25, 1902— 

Cutting timber for double-lock spar bridge, and worked on road 
begun on the 22d instant. 

September 26, 1902— 

Company assisted Company C in constructing ponton and 
trestle bridge and corduroying approach thereto. 

September 27, 1902— 

Participated with the Battalion of Engineers on Blue advance 
guard for a division of full strength. 

September 28, 1902— 

Sunday. 

September 29, 1902— 

Participated in problem of contact of forces of all arms. 
September 30, 1902— 

Collecting materials for spar bridge and loading ponton bridge 
material on wagons. 

October 1, 1902— 

Same as September 30. 

October 2, 1902— 

Same as October 1. 

October 3, 1902— 

No work. 

October 4, 1902— 

No work. 

October 5, 1902— 

Sunday. 


60 


October 6, 1902— 

Formed part of Blue defensive line in problem of attack and 
defense of a position. 

October 7, 1902— 

As Blue infantry in tactical exercise for a division. 

October 8, 1902— 

Assisted in dismantling ponton bridge. Began construction of 
double-lock spar bridge over gully just east of Three Mile Creek. 
October 9, 1902— 

Completed spar bridge and dismantled it. 

October 10, 1902— 

Entrained for Fort Leavenworth and arrived there at 5.20 P. M. 

******* 

With reference to the matter of equipment, I believe the maneuvers at 
Fort Riley demonstrated again the necessity for an infantry intrenching 
tool. In moving infantry in an open country or in holding a position 
suddenly attacked, it is absolutely necessary for infantry to intrench, and 
this can only be done satisfactorily with a tool carried on the person of 
the infantryman. It is not to be assumed that engineers with tool wagons 
or pack trains will be present with all forces of troops, and even if they 
were present the distribution and collection of tools before and after the 
intrenchments are made, present such practical difficulties that nothing 
but the tool carried on the person can be safely relied upon. 

There is no difficulty in carrying tools in wagons to be used in positions 
which are to be fortified and held for a lengthy period. The same may 
be said of tools in pack trains, but as yet the Engineer Department has 
not devised or adopted a pack train outfit, nor has the question of the 
kinds, sizes, and quantities of the various tools to be carried in wagons or 
pack trains been decided. The experience gained by the battalion at Fort 
Riley in that direction was so meagre, in my opinion, that it is of little 
value in determining these questions. I would recommend immediate 
purchase of an English pack train outfit for experimental purposes. 

The equipment of the engineer soldier is satisfactory, except that the 
carbine should have a strap-sling and a stacking-swivel, so that it may be 
carried over the shoulder, thus leaving both hands free as well as making 
the piece easier to carry on the march, and so that the pieces can be placed 
in an orderly arrangement on the ground when not in use. 

The road and bridge work executed by Company B was of such a 
nature that no new points were brought out with reference to the Engi¬ 
neer equipment. Where extensive and rapid road work is to be accom- 


61 


plished, use may be made of modern inventions for road work, obtained 
from the nearest commercial supplies, rather than in attempting to carry 
such articles with the army in the field, whose main reliance will always 
be upon the pick and shovel alone. 

Very respectfully, 

GEORGE A. ZINN, 
Captain, Corps of Engineers, 

Commanding Company B. 


Company C, 1st Battalion of Engineers, 

Fort Leavenworth, Kansas, 

October 28, 1902. 

The Adjutant, 1st Battalion of Engineers, 

Present. 

SIR : I have the honor to submit the following report of the work per¬ 
formed by Company C of the battalion during the recent maneuvers at 
Fort Riley, Kansas, and the journey to and from the maneuvers. 

The advance guard ponton train was assigned to Company C by the 
Battalion Commander prior to the march to Fort Riley. The train con¬ 
sisted of eight ponton wagons, one tool wagon, two chess wagons, and 
two trestle wagons fully equipped (the forge wagon was shipped by rail). 
These wagons had been modified for hauling by the removal of the 
splinter bars and the substitution of double and single trees for four mules. 
Brakes were also attached to the rear wheels of all except the tool wagon, 
for use on gentle grades where locking the wheels would be inadvisable; 
these brakes were operated by the teamster from his saddle on the near 
wheeler by a line attached to a brake lever of ordinary form. The harness 
used was that known as jerk line harness. The teamsters were all 
civilians. 

The wagons stood the march to Fort Riley fairly well; the brakes 
proved difficult of operation from the saddle and were generally operated 
by a man riding on the wagon for the purpose. I am convinced that the 
double tree attachment is much better for the purpose than the splinter 
bar. The jerk line harness is, however, objectionable, it being very diffi¬ 
cult to prevent the mules, on turning to the left, from turning too short. 
1 should recommend the adoption of four line harness, with the teamster 
riding on the wagon ; this would also facilitate his working the brake. 

Several front bolsters on the wagons broke and one wheel, due to dry 
rot in the wood; one locking-chain also broke. 

The country crossed was not difficult; the weather was fair with little 
mud. From Leavenworth to Topeka rolling country, with fairly steep 


62 

hills; from Topeka west, generally level roaas with some heavy sand. 

The company, which was formed almost entirely of recruits assigned 
in June, 1902, had had little practice in ponton work, only the month of 
August being devoted thereto. Exercises were had during that month in 
knots and lashings, in boat and flotilla drill, construction of ponton bridge 
with reserve equipage, construction of trestle bridge on land and water, 
and assembling of advance guard pontons on land. The assignment to 
to the advance guard train occurred too late for any practice with it upon 
the water. 

The composition of the company when it left Fort Leavenworth was 
as follows : One captain, six sergeants, eight corporals, two cooks, one 
acting musician, twenty-nine first-class privates, twenty-three second-class 
privates. The captain, one corporal, the acting musician, and four privates 
were mounted. One 2d lieutenant joined the company October 1 and 
one corporal and one private were sent to Fort Leavenworth sick. The 
average daily sick during the march and maneuvers was 1.4 in quarters, 
1.0 in hospital; on the march the average was .66 in quarters, and none 
in hospital. 

On the march the company was formed on the train as follows: The 
men in heavy marching order were assigned by squads to certain wagons, 
deposited their blanket rolls upon the wagons and marched beside them 
on each side in column of files carrying their carbines and other equip¬ 
ments. They gave assistance in locking wheels, handling brakes, and 
correcting position of loads when necessary. Each squad remained under 
charge of its corporal who was responsible for its discipline on the march. 
The sergeants were distributed along the train and exercised general super¬ 
vision. A mounted corporal carrying the company guidon rode abreast 
of the leading wagon. The company commander rode at the rear of the 
train followed by the musician and the remainder of the mounted detach¬ 
ment acting as orderlies. 

The rate of moving of the column as determined by the record of Sep¬ 
tember 10, taking into account all stops, was as follows: 3.11 miles per 
hour, actual marching rate. With the ordinary ten-minute halt every 
hour this would become 2.49 miles per hour. The remaining companies 
of the battalion marched just in front of the train and numerous extra 
stops were made on account of this slower rate of march. The actual 
rate on September 10, including all these stops, was only 2.1 miles per 
hour. This continual halting was rather wearing upon the men and 
mules, but was largely corrected by the orders of the Battalion Com¬ 
mander for the wagon train to leave camp each morning twenty minutes 


63 


after the foot column. On September 11 these rates were 3.47 actual 
marching rate, 2.97 with ordinary stops, 2.24 including all stops; one, a 
dinner halt of one hour and twenty-eight minutes. 

Several small bridges over road drains broke under the train during the 
march but nothing of any consequence. On two occasions a few chess 
were used to floor over breaks but nothing more was necessary. 

The command arrived at Fort Riley on September 19 and encamped 
about a quarter of a mile to the northeast of the artillery post. The 
journal of operations at Fort Riley is as follows: 

September 19 and 20. Setting up and ditching camp, digging sinks, etc. 

September 21—Sunday. Made inspection of river with a view to throw¬ 
ing ponton bridge across. General Bates having expressed a desire to 
have bridge debouche about the middle of the Smoky Hill Flats, south of 
the Kansas River, I selected a .site opposite the dumping ground south of 
the railroad station (shown on map herewith).* This was the only point 
opposite the flats that possessed a road leading through the woods and 
obviated any further search. The sand bar shown on map was about three 
feet above water, and it was my design to utilize it to shorten the bridge 
so as to avoid the use of trestles. The Battalion Commander approved 
the site selected. 

September 22. Launched three wooden pontons at lower ford, three- 
quarters of a mile below bridge site. One of these was taken up to site, 
other two turned over to Lieutenant Stickle for hydrographic survey of river. 

Cleared brush from road leading to site, cut fifty yards new road around 
dump pile which was too soft for passage of animals. 

Cut approach through north bank to level of sand bar, cut nineteen 
logs for corduroy. Tried to blast down approach on south shore; fired 
two blasts of one and three pounds of dynamite, respectively, with little 
effect, material being sandy loam; no blasting powder was available, so 
this method abandoned. Stopped at 4 P. M., owing to rain. 

September 23. Drizzling rain in the morning; company engaged in 
equipping reserve train with anchors, cables, lashings, etc. In the after¬ 
noon weather cleared and company began work at bridge site, cutting 
approach on south bank and corduroying road on sand bar. Stopped 
work at 2 P. M., owing to heavy rain. 

September 24. Company took part in maneuver representing attack 
on the outpost of a division, the Battalion of Engineers being a portion of 
the outpost. The battalion left camp at 8.30 A. M., marched to Morris 
Hill, and then east along ridge running to Sheridan Heights. Company C 


Not printed. 


64 


was assigned to center of battalion line and its position indicated by the 
Battalion Commander along this ridge. I selected a position on military 
crest of ridge for the company in support and sent out four cossack posts 
on points of ground projecting into the ravine in the north and connect¬ 
ing with the posts of Company D on my left, company tool wagon deliv¬ 
ered tools and intrenching began (theoretically only) at 10.21 A. M., dug 
kneeling trenches to 11.20, then lying trenches about fifty yards on either 
flank in case line of resistance should be broken About 11.30 discovered 
Company B had moved forward to a position on my right front and was 
overlapping my cossa,ck posts. I shifted the posts to the left and front 
to make the line continuous and moved the company to a new position 
about 100 yards to the left front of its original one, as orders had been 
issued to remain concealed after 12 M., the men lay in the grass and 
further intrenching was not resorted to. 

Heavy firing was heard to the left and some musketry to the right, but 
no enemy was seen. At 2.30 P. M., the cossack posts were relieved and 
at 3 P. M., recall was sounded and the command marched back to camp. 

September 25. River had risen considerably, cutting through bar next 
to north bank. Built a log and brush dam and corduroyed with brush 
and logs 130 feet of road, 10 feet wide on bar. In the afternoon a further 
rise of 12 inches cut around the dam, and showed the use of the bar to be 
very precarious. Selected new line of crossing which was that finally 
used; sextant measurements showed it 470 feet between sills. The 
reserve ponton material contained only 17 pontons, so it was decided to 
use seven trestles, leaving one boat as a guard boat. Reported to the 
Battalion Commander that the operation required more than one company 
and he ordered details from other companies to assist on the following day. 

September 26. Sergeant Hurtt, with Company C, hauled eight pontons 
to lower ford, launched them, and endeavored to row up the river but 
failed owing to heavy current and strong down stream wind. Half of 
Company B, under Sergeant Neid, cut road (shown on ’map) to new 
bridge head and corduroyed about half of it. 

Company D began work on south approach with picks and shovels 
and about half completed it. Set a river gauge in old approach on north 
bank. 

September 27. Sergeant Hurtt with twenty men (all available) 
unloaded remaining six pontons at south approach, launched them, and 
moored them on the north bank. In the afternoon hauled balk and chess 
to the bridge site. The poor appearance of many of the balk caused sus¬ 
picion as to their strength, and the Battalion Commander ordered them 


65 


all tested before use. I began testing them in the afternoon, using the 
following rough method: Two abutment sills were laid upon the ground 
parallel and twenty feet between their inner edges. Each balk was laid across 
the sills, then six men each laid a chess at right angles to the balk, three on 
each side, their ends touching on the balk, other ends on the ground; each 
man then mounted his chess standing as close together as possible over the 
middle of the balk. The deflection caused by this weight was obtained 
by measurement before and after. Calculation showed proper deflec¬ 
tion for entire load of 1,100 pounds (six men and three chess), on 20-foot 
span to be 3.02 inches. All balk showing four inches or more were rejected. 

September 28—Sunday. The company brought all boats to the bridge 
site, eight from lower ford, two which had been used for survey from the 
Highway Bridge. 

September 29. The company went out on maneuver under command 
of Lieutenant Burgess. With a detail of eight men I tested remaining balk. 

September 30. Detail from Company D finished south approach. 

Detail from Company B loaded material at depot; Company C con¬ 
structed seven trestle bays from north approach. These bays were all 
rope-braced, as shown in sketch herewith.* 

Seven balk were laid in each bay for greater strength, the additional 
balk being placed between the outer ones on each side. It was later 
shown that under the passage of horses the deflection of the middle balk 
causes greater jumping of the chess, frightening the animals Placing the 
additional balk adjacent to the middle balk would diminish this jumping 
and I should so arrange them in the future. 

The footing to the trestles scoured out very rapidly, causing settlement 
amounting in cases to over two feet. To correct this the caps were raised 
with a block and fall. 

Large masses of drift began running in the river, mostly small stuff, 
but containing occasional large trunks (largest measured two feet, seven 
inches in diameter). To protect against the shock of these a 75-pound 
anchor was dropped twenty yards upstream from each trestle and the 
cable drawn tight to the upstream leg leading through the slot in the 
upstream end of the cap; large logs brought up fairly gently off this cable 
instead of striking legs. 

A guard of twelve men and one non-commissioned officer was put on 
the bridge in the afternoon and retained there until the bridge was finally 
removed. One sibley tent and stove were set up near north approach for 
use of guard. Orders for bridge guard are appended hereto. 


Not printed. 


66 


October 1. Company C, with detail of twelve privates and two non¬ 
commissioned officers from each of the other companies, began construc¬ 
tion of the bridge at 8.45 A. M., completed 12 M. ; sixteen bays with 
boats, making twenty-three bays in all; total length between sills, 448 feet. 

The men were distributed as follows: 


Non-com¬ 
missioned officers. Privates. 

Three upstream anchor detachments_ 3 12 

Cable men_ 2- 

Balk lashers_ 2 8 

Balk carriers 1_ 1 14 

Side-rail carriers_ 1 4 

Side-rail lashers_ 2 

Chess carriers__— 1 22 


Total_ 10 62 

Superintending boats____ 1 - 

Keeping bridge free of drift_ 4 12 


The need of pointed log-hooks was much felt in handling drift as 
hardly any holding could be secured with the boat hooks. 

October 2. In spite of the efforts of the bridge guard who had worked 
almost the entire night, three large accumulations of drift were found on 
the bridge in the morning. Two anchors had been carried away by drift 
and a hole punched in one ponton above the water line. One balk was 
broken and two trestle legs. Sixth trestle was sunk by drift and scour so 
that roadway was partially under water. Dismantled three bays and 
cleared out the drift. Built trestle raft, reset fifth trestle and tried to reset 
sixth but had not sufficient long legs and short ones would not hold. 
Decided to use only five trestles and utilize the remaining two boats 
which had been intended for guard boats. Dismounted trestle raft, and 
rigged one boat as rope ferry for use of guard across opening. 

October 3. Very cold and rainy, did not take company out; bridge 
guard worked from 8 to 10 clearing away drift from trestles. Lieutenant 
Ralston went to Junction City and hired a skiff for use as guard boat 
during passage of troops. 

October 4. Rapidly rising river, endangering trestles. Took all of 
Company C, and one officer, two non-commissioned officers, and twelve 
privates from Companies A, B, and D, each. Dismantled trestle portion 
of bridge; the river was over the bank doing some damage to corduroyed 
road and compelling the men to work knee deep in water. Dismantled 
















67 


south shore bay, to give easy motion to bridge on rise, and sent guard 
tent to south bank. 

October 5—Sunday. No work. 

October 6. Constructing trestles again, using five; river had fallen 
considerably. Completed bridge in the afternoon using all the boats (17) 
and shortening two bays. Moved guard back to north bank. Signal 
Corps put telephone in tent connecting with Battalion Headquarters. 

October 7. In the morning repaired road where damaged by flood. 
Cut south approach to new water level. 

In the afternoon received word that the infantry would cross bridge 
about 2 P. M. The infantry arrived at 3.30, crossed the bridge in column 
of twos and returned in the same formation followed by two squadrons of 
cavalry and two field batteries that had crossed to the south bank by the 
Highway Bridge. The Signal Corps automobile, weighing 2,500 pounds, 
with five passengers, also crossed and recrossed the bridge. The com¬ 
pany was distributed two men in each boat to assist bridge guard in 
enforcing rules; those in the sterns of the boats were equipped with boat 
hooks and lines to assist any who might fall off the bridge. A member 
of the guard was in the guard skiff on lower side of bridge ready also to 
go to the assistance of anyone who might fall in the water. 

No breaks of any kind occurred except one chess, which broke under 
the weight of a horse. It was plainly rotten and was promptly replaced 
with only one minute halt. The column was halted again for a minute 
and a half to replace a few chess that worked out from under the side rail 
on the midstream saddle bay. 

After the crossing, three bays were dismantled and reconstructed as an 
exhibition. 

October 8. Companies C, D, and A dismantled bridge in the morn¬ 
ing and loaded three pontons on wagons. In the afternoon Companies 
A and D worked at the railroad depot loading material on train. Com¬ 
panies B and C at the bridge site. All the remaining pontons were loaded 
and all other material except seven wagon loads. The pontons were 
loaded by the method of excavating trenches for the wagon wheels about 
eighteen feet from the bank. The boats were brought stern first to the 
bank with a cable attached to the two stern posts and led out over the 
wagon. The bulk of the men heaved on this rope, a few guiding the 
boat and placing rack sticks for rollers. Sergeant Hurtt directed this loading, 
and after the first three boats the average time of loading, including unhitch¬ 
ing and hitching mules, was six and one-third minutes, with balk already on 
wagon; eight and one-half minutes when balk had to be placed on wagons. 




68 


October 9. Finished loading at both bridge site and depot. 

October 10. Returned to Fort Leavenworth by rail. 

RECOMMENDATIONS. 

The experience with both trains leads me to suggest the following: 

1st. That all wagons be equipped with single and double trees and 
brakes, and that the teams be driven with lines from the wagons. 

2d. That one of the boat hooks prescribed for each ponton be made 
sharp on hook and point similar to log hooks, for convenience in handling 
drift. 

3d. That each ponton company be equipped with twelve oil skin coats 
and hats and twenty-four pairs of fishermen’s rubber boots. 

4th. That a. suitable block and fall with slings be provided for use in 
raising and lowering trestle caps, without dismantling bridge. 

5th. That the top of the trestle leg be modified in form to stand the 
continued blows of the maul without brooming and splintering. When 
the trestles are wet the legs show a tendency to jam in the caps and 
require a great deal of driving. 

6th. To supply four false legs with each trestle. 

7th. That each division of the reserve guard equipage should be sup¬ 
plied with a small boat for general work, soundings, life saving, etc. It 
should be of a size to be carried in one of the ponton boats. I should 
recommend a boat of dory build, 16 feet over all, 5 feet beam, 4 feet wide 
at stern, 3 feet 4 inches at bottom amidships, 3 feet at stern. Stem post 
cut under to prevent heavy shocks on striking drift. The flare on the 
sides gives additional stability to enable men in the water to crawl into 
the boat over the gunwales without swamping it. It should pull two 
pair of oars and have seat for steering oarlock on each side at stern; an 
iron-lined notch should be provided in middle of stern to lead an anchor 
cable through, and ringbolts bow and stern by which it may be slung. 
The boat should be flat bottomed, with small keel under the run aft. A 
heavy keelson should be used in construction to give longitudinal stiffness. 
Such a boat should weigh probably four hundred pounds. 

Suggested method of carrying out recommendations 4 and 5 is shown 
on sketch herewith, No. 4.* A triple block is thought necessary to avoid 
unduly racking the trestle. The pull is necessarily parallel to axis of 
bridge and with the fall used at Fort Riley (one double and one single block), 
it was necessary to have twelve men to pull, and the racking was exces¬ 
sive. A spare trestle chain would form the best sling at bottom. The 
upper sling, suitable for present or suggested form of trestle leg, is shown 


Not printed. 


69 


on sketch. The block and fall is also found useful in raising anchors 
when firmly imbedded in bottom. 

I desne to particularly commend the services rendered by the following 
men of the company during the maneuvers: 

Sei geants Loper, Hurtt, Robbins, Lunny; Corporals Regan, McGrath; 
bust-class privates Bolduc, Doyle, Layton, Leary, Stewart; Second-class 
private Fletcher. 

Sergeant Crotty, of Company D, made a very good sketch of the site 
with the improved cavalry sketching case. 

Sergeant Davignon, of Company A, did noticeably good work with a 
boat party during the construction and dismantling of the bridge. 

Very respectfully, your obedient servant, 

C. A. F. FLAGLER, 
Captain, Corps of Engineers, 

Commanding Company C. 

RIVER RECORD. 


Date. 

Time. 

Reading. 

- f—- 

Date. 

Time. 

Reading. 

September 20 


— 1 foot, 6 inches. 





September 21_ 

A. M _ 

— 1 foot. 


4.30 p. m _ 


-5 feet, 54 inch. 


P. M _ 

— 8 inches. 

October 1_ 

8a.m. 


-4 feet, 1154 inches. 

September 23_ 

A. M _ 

— 10 inches. 


12.45 p. m _ 

- 

-4 feet, 11/4 inches. 


P. M _ 

— 8 inches. 

October 2_ 

7a.m. 


-5 feet, 4 inches. 

.September 25_ 

A. M _ 

— 2 inches. 


8.30 a. m _ 


-5 feet, 5/4 inches. 


P. M _ 

+ 10 inches. 


10.30 A. M _ 


-5 feet, 4/4 inches. 

September 26_ 

A. M _ 

+4 feet, 10 inches. 


2 P. i\l _ 


-5 feet, 454 inches. 


2.45 p. M _ 

+5 feet, 3/4 inches. 

October 3_ 

7 A. M _ 


-5 feet, 5/4 inches. 


3.15 p. m _ 

+5 feet, 4 inches. 


3.30 p. m _ 


-5 feet, 6/4 inches. 


3.45 p. m _ 

+5 feet, 4 inches. 

October 4_ 

7a.m. 


-6 feet, 754 inches. 

September 27_ 

8 A. M _ 

+5 feet, 9/4 inches. 


10 A. M _ 


-7 feet, 6 inches. 


10.15 A. M _ 

+5 feet, 8}4 inches. 


3 P. M _ 


-7 feet, 9 inches. 


4.45 P. M _ 

+5 feet, 3 inches, 

October 5_ 

3 P. M _ 


-6 feet, 3 inches. 

September 28_ 

8.45 A. M . 

+4 feet, 754 inches. 

October 6_ 

9 a.m. 


-5 feet. 

September 29_ 

• 9 A. M _ 

+4 feet, 8 inches. 


3 P. M _ 

+4 feet, 4 inches. 


10 A. M _ 

+ 4 feet, 8 inches. 

October 7_ 

9 A. M _ 

+4 feet. 

September 30_ 

8.30 A. M _ 

+5 feet. 

October 8 

7.50 A. M _ 

- 

-4 feet. 


11 A. M _ 

+5 feet. 

October 9_ 

8.30 A. M _ 

-1 

-3 feet, 8 inches. 


Note. —From September 20 to 25, inclusive, and from October 5 to 9, inclusive, readings were measured 
from mark set at each reading, and were rather inaccurate. From September 26 to October 4, inclusive, read¬ 
ings were made from a graduated gauge established at the bridge site. This gauge was destroyed by a shore 
cable on October 4 and was not replaced. 

VELOCITY. 

September 21. One current measurement, very rough, at lower ford 
center of channel, gave 3/4 feet per second. 

September 26. At bridge site, mean of three measurements near north 
shore gave 4.35 feet per second. Mean of two measurements near center 
of channel gave 3.7 feet per second. 

October 7. At bridge site, fifth boat from south shore (two measure¬ 
ments) 3.71 feet per second. 






















70 


Eighth boat from south shore (five measurements) 3.73 feet per second. 

Fourteenth boat from south shore (five measurements) 3.6 feet per 
second. 

Fifth trestle from north shore (two measurements) 3.28 feet per second. 

ORDERS FOR BRIDGE GUARD. 

The guard will consist of one non-commissioned officer and twelve 
privates. The guard will be mounted daily at 6 P. M. 

From 6 P. M., until 6 A. M., one private will be on duty on the bridge 
at all times. It shall be his duty to see that no one comes upon the 
bridge (except members of the guard) without proper authority, and to 
guard the bridge from drift or other danger. 

From 6 A. M., until 6 P. M., two privates will be continually on duty, 
No. 1 at north end of bridge, No. 2 at south end of bridge. They will 
be equipped with carbine, belt, and six rounds of ball cartridge. 

The orders for Nos. 1 and 2 from 6 A. M., to 6 P. M., are as follows: 

To notify civilians who desire to cross the bridge that they do so at 
their own risk, and to prevent their loitering upon the bridge. 

To direct all foot troops crossing the bridge to march in columns of 
twos at broken step. 

To direct all mounted troops to dismount and cross the bridge in 
column of twos, horses outside and men leading in middle of bridge. 

To direct artillery or wagon trains to cross with an interval of one bay 
between teams. 

To require pack animals to be led as prescribed for mounted troops. 

No loose horses or cattle will be allowed on the bridge at any time. 

Enlisted men not on duty will not be allowed to loiter on the bridge. 

Officers will be permitted to cross mounted if they so desire. 

Care will be taken to see that no team, horse, or body of troops be per¬ 
mitted to come upon the bridge for crossing while another such is cross¬ 
ing in the opposite direction. 

Guards will render the customary salutes of sentinels. 

Guards will, at all times, make every effort to protect the bridge from 
drift or other danger, and will turn out the entire guard if the danger be 
great. 

The guard will visit camp for its meals, leaving two men in the guard 
tent in addition to the sentinels on post. 

Guards will halt troops crossing the bridge if violent oscillations are 
observed, until the oscillations cease. 

During passage of the bridge by any troops one man (in addition to 


71 


sentinels on post) will be in the guard skiff below bridge ready to go to 
the assistance of any one who may fall off the bridge. 

One member of the guard will at all times be kept within hearing of 
the telephone in the guard tent. 

The diagonal bracing of the trestles will be slackened whenever rain 
begins to fall and tightened again when the bracing is dry. 

(Signed) C. A. F. FLAGLER, 
Captain, Corps of Engineers, U. S. Army, 

Commanding Company C. 

Company D, 1st Battalion of Engineers, 

Fort Leavenworth, Kansas, 

November 17, 1902. 

The Adjutant, 

1st Battalion of Engineers, 

Fort Leavenworth, Kansas. 

SIR : I have the honor to submit the following report of the work done 
by Company D, 1st Battalion of Engineers, at the Fort Riley maneuvers, 
and recommendations in reference to equipment. 

The work of the company naturally comes under two heads, work done 
acting as infantry and work as engineers. 

As the work as infantry has no bearing upon the subject of equipment 
it may be briefly dismissed by stating that the company, acting as infantry, 
took part in the following exercises: September 24, as part of outpost for 
an army corps; September 27, as part of advance guard for a division; 
September 29, contact problem for all arms; October 6, after 10 A. M., 
as part of line for defense of intrenched position; October 7, as part of 
tactical exercise for a division. 

The engineer work of the company comprised foot and mounted recon- 
noissance and drafting; construction of 40-foot trestle bridge across Three 
Mile Creek with material of bridge train, using a Birago trestle for the 
middle support; cutting approaches to fords on Three Mile Creek, and 
south approach to ponton bridge across the Kaw River; construction of 
typical sections of various forms of intrenchments, viz, skirmish trench, 
kneeling trench, standing trench, complete trench, shrapnel trench, and 
shell trench, and also of gabion, hurdle, sandbag and sod revetments, for 
illustration of lecture on intrenchments; tracing and supervising construc¬ 
tion of intrenchments on the right of the defensive position occupied by 
the Blue forces under command of Major Leach, October 6, and con¬ 
structing that part of intrenchments occupied by Company D. (A special 


72 


report of the work done on this day has been heretofore submitted.) In 
addition, details from the company were furnished Captain Flagler from 
time to time to assist Company C in constructing the ponton bridge 
across the Kaw River. 

The engineer equipment of the company was transported to Fort 
Riley by one escort wagon and three pack mules and was composed as 
follows: For reconnoissance, 6 cavalry sketching cases, with necessary 
paper, pencils, erasers, etc.; for field fortification, 30 shovels, 12 picks, 
1,000 sandbags, 3 gabion forms, 1,500 feet of tracing tape, 12 machetes, 
and 6 gabion knives, and for general use in road and bridge building 
and all other classes of engineering work, a miscellaneous assortment of 
tools. 

With reference to this equipment the following suggestions and recom¬ 
mendations are submitted. For reconnoissance, the cavalry sketching case 
gave excellent results, but it is believed that this was due not only to the 
careful work of the observers and of the topographical officer but also to 
the excellent check afforded by the section lines, and that for general 
work a better and more accurate instrument can be devised. The equip¬ 
ment of each company should include for reconnoissance work, 6 sketching 
cases, 6 wrist watches, and the necessary instruments and supplies to com¬ 
plete field maps and reproduce them by blue printing. These instruments 
should include one small drawing board or table, one small blue-print 
frame, one set of drawing instruments, one triangular scale, one ruler, and 
one triangle. 

The instruments and supplies for the larger and more elaborate map 
reproductions should be available at the engineer depot when required, 
but should not ordinarily form a part of the company equipment. 

As this subject has been reported upon by the Battalion Adjutant, I will 
merely state that the necessary instruments for making the ordinary topo¬ 
graphical signs would have expedited the work greatly and should be 
included at least in the depot outfit. 

For field fortification, the tools carried in the tool wagon as part of the 
equipment should be limited to those necessary for use of the foot sections 
only, and should include about 250 sandbags 60 shovels (short handles), 
30 picks, 12 bill hooks or machetes, and 3,000 feet of tracing tape in 150 
foot lengths, each, marked every five feet and attached at one end to 
picket upon which it is wound. For general pioneer engineering work 
the tools should include 24 axes, 6 adzes, 4 cross-cut saws, 6 sledges, 12 
iron wedges, 1 grindstone, 12 long-handled shovels, 6 mattocks, 3 cant 
hooks, 12 canvas buckets, 100 pounds assorted nails, 2 sets blocks and 


73 


falls, 6 crowbars, and 1 special set of carpenter tools in which the ordinary 
tools should be increased by 12 cutting pliers, 12 hand saws, 12 ship 
augers, one-half or five-eighths of an inch, depending size of drift-bolts 
and bolts carried, 6 wood augers, two inch; 12 chisels, two inch; 6 car¬ 
penter mallets, 12 steel squares, 1 cutter, to make dowel pins for two-inch 
holes; 12 two-foot rules, 12 hatchets, 6 hand axes, 4 tapes, fifty or 
one hundred feet; extra files, saw sets, and oil stone to keep these 
extra tools in order. A special tool chest or chests should be con¬ 
structed for the transportation of these carpenter tools as the ones 
used at Riley are entirely unsuitable. What is needed is a chest 
with strongly-built trays so designated as to give ready access to 
the tools, yet hold them securely in place when packed for transpor¬ 
tation. 

In addition to these tools a .small horseshoer’s kit, and fitted shoes for 
all the draft mules should be provided. 

1 he remainder of the load of the tool wagon up to the allowable limit 
of weight should be made up of drift bolts, bolts, nails, rope, and marlin. 
A special tool wagon should be provided, properly designed for conven¬ 
ience of loading and ease of access to tools, for the escort wagon is not 
suitable for the purpose. If, however, the escort wagon must be used 
.for the present, I strongly recommend that a standard loading be devel¬ 
oped by actual test, so that the unsatisfactory state of affairs experienced 
in handling these loads during the Riley maneuvers may be remedied as 
far as possible. It is to be remarked that the standard load and standard 
loading are both dependent upon the form of wagon used, and it is prob¬ 
able that the list of tools suggested will require modification. The engi¬ 
neer epuipment of the mounted section was carried on the pack mules 
and for two of these mules a standard load was adopted, which will need 
minor modifications, if any. 

The loading for the other two mules intended for engineer material 
should be determined. In my opinion one of them should carry all the 
tools and supplies for demolitions; and the other, rough carpenter tools, 
folding cross-cut saw, nails and other supplies for bridge repair wo>k. 
The efficiency of the mounted sections of the battalion could be increased 
and their administration simplified by the appointment of an assistant 
veterinarian with the rank and pay of sergeant, to perform the duties of 
stable sergeant and look after the health of all the animals, and the appoint¬ 
ment of a farrier and horseshoer for each section, to have the rank and 
pay of corporal. It is also thought that the enlistment of special men as 
teamsters for the bridge train with necessary increased compensation, say 


74 


$25 per month, to make their pay equal to that of similar quarter¬ 
master employees, would add materially to the efficiency of the 
battalion. 

Very respectfully, 

J. B. CAVANAUGH, 
Captain, Corps of Engineers, 

Commanding Company D. 

APPENDIX NO. 8. 

Hdqrs. 1st Battalion of Engineers, 

Fort Leavenworth, Kansas, 

November 4, 1902. 

Major Smith S. Leach, 

Corps of Engineers, 

Fort Leavenworth, Kansas. 

SIR : I have the honor to report on the photographic and map repro¬ 
ducing departments of the 1st Battalion of Engineers, as follows: 


PHOTOGRAPHIC OUTFIT. 

1. There was carried to Fort Riley a complete outfit for making 5 by 
7 to 10 by 12 photos. This outfit had been furnished by the Engineer 
Department, and although in store at this post for several months it had 
not been tested or thoroughly examined. This, of course, was due to the 
fact that this battalion had barely sufficient storage room for this property 
in its original package, there being no place available where it could be 
opened and examined. For this reason a number of defects were found 
after the setting up of the apparatus at Fort Riley. 

2. Cameras .—The large camera is a 10 by 12 portrait camera mounted 
on a transit tripod, wholly unsuited for outdoor work, as the mounting of 
the camera makes it unwieldy. In a light wind there is so much vibra¬ 
tion that photographs can not be made. The shutter is too slow for any 
moving object. The lens, however, is excellent. 

The small camera, a 5 by 7 Premo, Sr., is a good camera for outdoor 
work but the shutter was found to be broken, and considerably over 
seventy-five per cent of the plates exposed were destroyed. This shutter 
has been sent off for repair. 

A copying camera should be provided for copying maps and sketches. 
It should be sufficiently long to permit copies of same size as original. 
There should be provided also a stand for the copying camera. This 
should be collapsible, and so arranged that it will pack into a convenient 
shaped package. 


75 


3. Plates. The packages of plates were in good condition except 
where tacks had been driven through the cover into the edges of some of 
the plates, each tack breaking one or two plates. This was due to care¬ 
lessness in fastening the address card on with tacks long enough to go entirely 
through the wood of the cover and into the plates. It is suggested that 
great care be taken in driving nails or tacks into boxes containing plates. 
When plates are to be kept some time, or when it is probable that the 
boxes will get wet, the plates should be sealed in tin. 

4. Paper. —The paper was in good shape, packed in tin. The tropi¬ 
cal solio seems to be the best paper for use in the field, but some velox 
and bromide paper should be carried. In packing, it would be better to 
pack each gross in a separate tin box. Tin boxes should be marked with 
contents. 

5. Chemicals. —Several important chemicals, although in stock, were 
not carried. A complete assortment should be carried for any possible 
contingency. All salts should be packed in bottles or tin cans. 

6. Apothecaries' scales. —The scales carried were small balances, weigh¬ 
ing only up to one-quarter of an ounce, apothecaries. Those provided 
for the photograph outfit should weigh up to two pounds, avoirdupois. 

7. Dark tent. —The tent provided was a small canvas tent with poles, 
allowing the passage of more white light than a new hospital tent. A 
portable dark tent is absolutely needed and it is believed that such a tent 
can be obtained, as the Signal Corps provides a good dark tent. 

8. Trays, graduates, bottles, etc. —Glass bottles and graduates can be 
carried in the field if properly packed. An ample supply of agate and 
rubber-ware trays should be provided capable of nesting, also ample sup¬ 
ply of bottles, graduates, funnels, etc., to replace those broken. 

9. Lights. —The ruby lantern is of good quality. It is thought, how¬ 
ever, that an acetylene burner will be more useful in the field than an oil 
burner, assuming, of course, that an ample supply of the carbide is carried. 
An ordinary white light, burning acetylene or oil, should also be provided. 

10. kVork tables, etc. —None were provided, but the photographic 
outfit should include two 6 by 2 foot collapsible work tables, so arranged 
that they can be packed into conveniently shaped packages. 

11. Packing cases. —All photographic apparatus and materials should 
be packed in cases or crates. These cases and crates should have hinged 
sides and staples and padlocks; should be strong and as light as is con¬ 
sistent with proper strength; should be of as nearly uniform size and 
shape as possible to permit close packing. Each case or crate should 
have countersunk handles and should be conspicuously marked "1st Bat- 


76 


talion of Engineers/’ " photograph,” and in smaller letters on the lid 
there should be marked the contents. A castle surmounted by a 1 
should also be stamped on each case and crate. 

The following cases and crates should be provided: 

One camera case for each camera and its plate holders and lens. 

One canvas case with straps for each tripod. 

Two cases for bottles of chemicals, with interior frames to hold bottles 
firmly in place. 

One case of chemicals in bulk. 

One case for hyposulphite soda. 

One case for graduates, funnels, and a nest of trays, and a compart¬ 
ment for apothecaries’ scales. 

One case for plates and paper. 

One case for sundries (as scissors, knives, clips, trimming glass, drying 
racks, hammer, tacks, screw driver, screws, twine, matches, etc.) 

One case for dark tent. 

One case for hospital tent. 

One crate for (print washing) can and rubber buckets. 

One case for lamps. 

One crate for folding camp stools (with four stools.) 

12. Tent .—A hospital tent should be provided as part of the photo¬ 
graphic outfit, and it should not be counted as part of the battalion tentage. 

13. Spring wagon .—It is believed that the photo outfit can be carried 
in a spring wagon, but in any event a spring wagon would be of great 
assistance in carrying around the photographer with his camera, plates, 
etc. At Fort Riley it was impossible to obtain all the views desirable for 
lack of such a wagon. 

14. Sundries .—Before taking the field with the photpgraphic outfit a 
careful list should be made of all sundries that may be needed, and these 
should be liberally provided. 

MAP REPRODUCTION. 

15. Drawing boards .—Four of the folding drawing board stands were 
carried and found to be very convenient. No change is suggested. 

16. Drawing instruments .—One large set of drawing instruments and 

.mall set were carried. The instruments in these boxes were insuffi¬ 
cient for the four or more draftsmen who were nearly continuously at 
work. There were lacking also road pens, proportional dividers, etc., and 
map measurers. It is recommended that four drawing sets be carried, 
each set to contain one large right line pen, one small right line pen, one 


77 


dividers, large; one bowspring dividers, one compass with lengthening 
bar and pen and pencil points, one bowspring pen, one bowspring pencil, 
one road pen, one proportional dividers, one railroad pen, one contour pen, 
one crowquill penholder with pens, one semicircular G. S. protractor, 
four celluloid triangles (one large 45 degree, one small 45 degree, 
one large 30 degree, one small 30 degree); one set celluloid irregular 
curves, one steel straight edge, one celluloid straight edge, one wooden 
straight edge, one T square, two boxwood scales, one map measurer, two 
dozen thumbtacks, two bottles of black ink, and one red and one blue, 
two penholders, four dozen assorted pens, two steel ink erasers, two rub¬ 
ber ink erasers, two rubber pencil erasers, one dozen assorted pencils, one 
small wooden pantograph. These articles to be neatly packed in a suit¬ 
able case. 

It is recommended also that a fifth case of instruments be provided, to 
contain a small wooden pantograph, one full circle swing-arm protractor, 
reading minutes, one beam compass complete, three steel triangles, two 
steel straight edges, four celluloid straight edges, four wooden straight 
edges, one gross of thumbtacks, one gross of pencils, assorted; one dozen 
of penholders, two boxes of pens, six crowquill penholders, one box of 
crowquill pens, two dozen bottles of black ink, one dozen bottles of ink, 
assorted colors; the lettering device and device for topographic symbols. 
(See par. 32.) To be packed as above. 

17. Blue print frame .—The large blue print frame was found to be 
very useful, but it is thought that a smaller frame should also be carried 
on account of the greater ease in handling a small frame. The large 
frame, however, should always be carried. Instead of the loose cotton 
backing, a stiff felt pad should be provided. There should be carried a 
stand for the blue print frame. It is possible that a combined packing 
case and stand can be made. If not, each will have to be provided. 

18. Washing trays .—One large zinc tray and one medium size 
japanned tray were carried. They could hardly be improved on. At 
least two of the larger trays should be carried and one of the smaller. 

19. Zincographic outfit .—A portable zincographic outfit should be 
provided. At present the battalion has no method of reproducing maps 
at night or in cloudy weather. 

20. Hectograph .—A hectograph should be provided. This will be 
found useful in reproducing rough sketches. 

21. Neostyle .—A rotary neostyle was carried, but was not used. It 
is thought, however, that it should be carried as part of the map repro¬ 
ducing outfit. 


78 


22. Preserving tubes. —Five or six of these tubes were carried and 
found to be useful. The covers are not well made and were nearly all 
knocked off. A better type should be provided in the future. At least 
six of each size (about 44 inch and 26 inch) should be carried. 

23. Drawing paper. —Both the backed and the plain drawing paper 
should be carried as well as paper for the sketching cases. Paper should 
be in rolls of 24 inch and 42 inch paper. 

24. Tracing linen. —Should be 24 inch and 42 inch, and should be 
carried in preserving tubes. 

25. Blue print paper. —That carried was not fresh and did not make 
good prints. The paper should be absolutely fresh and liberally supplied. 
The proper sizes are 24 inch and 42 inch. Some blue print cloth should 
be carried (possibly as much as one-half.) 

26. Black process paper. —Some of this paper was carried to Fort Riley 
and tried there. The paper was of such poor quality that it could not be 
handled—even in unrolling, it would tear, and it was absolutely impossi¬ 
ble to print with it. There is no reason why a heavy paper should not 
be sensitized with this preparation. If a good paper can be had several 
rolls should be carried. Sizes, 24 inch and 42 inch. 

27. Brown process paper. —This paper was tried at Fort Riley for both 
negatives and positives, but not with great success, possibly because of 
lack of experience in handling. It is certain that this paper will produce 
good results and it should therefore be carried. Rolls of 24 inch and 
42 inch. 

28. Lights. —Four good lamps should be provided, with shades, and 
with rochester oil or acetylene burners. 

29. Tent. —A hospital tent should be provided as part of the equip¬ 
ment of this department, not to be regarded as part of the battalion 
tentage. 

30. Wagon. —An escort wagon should be provided exclusively for the 
map reproduction outfit, and such surveying instruments as may be 
carried. 

31. Packing cases and crates. —The remarks in paragraph 12 apply 
also to the cases and crates for the map reproduction outfit. The mark¬ 
ing should be the same as given in paragraph 12, except that the word 
’'photograph” must be replaced by the word "map.” 

The following crates and cases are needed : 

Five cases for "drawing sets” (contents as given in paragraph 16); four 
to six cases for drawing paper, tracing linen, blue, black, and brown print 
papers, manila paper and blotters; four crates for drawing boards, one 


79 


crate for trays, two crates for blue print frames, one crate for print wash¬ 
ing can, one case for hectograph outfit, one case for neostyle, one case 
for stationery for neostyle and hectograph, one case for hectograph, cases 
for zincographic outfit, two cases for lamps, one case for hospital tent, 
one case for sundries. 

32. Lettering and topographic symbols .—An outfit should be provided 
for lettering drawings and for making topographic symbols. (As used on 
the Mississippi River survey.) 

WORK DONE BY THESE DEPARTMENTS AT FORT RILEY. 


33. The battalion photographer made about thirty good negatives, but 
probably at least seventy-five exposures were made, the rest being failures 
due to defects in the cameras. Some prints were made from these plates, 
but none were sent out, as complete sets had not been made. Full sets will, 
however, be sent to the Adjutant General, the Chief of Engineers, the 
Division Commander and others. 

34. Tracings, in eleven sheets, were made of the route sketch of the 
march of the battalion to Fort Riley, and three sets of blue prints were 
sent to the Division Commander. 

A tracing was made of reconnoissance sketches (made by the battalion) 
of the Fort Riley reservation and adjacent country. Blue prints of this 
were sent to the Division Commander and the Assistant Secretary of War. 

Two of the enlisted draftsmen prepared sketch for Colonel Wagner’s 
lecture. 


Very respectfully, 


H. BURGESS, 

1st Lieut., Corps of Engineers, 
Adjutant, 1st Battalion of Engineers. 



































ft * 












OCCASIONAL PAPERS, 

ENGINEER SCHOOL OF APPLICATION, 
UNITED STATES ARMY. 


HISTORICAL SKETCH 


OF THE 


FIRST BATTALION OF ENGINEERS 

DURING ITS TOUR ABROAD. 

SMITH S. LEACH, 

MAJOR. CORPS OF ENGINEERS. U. S. ARMY. COMMANDING. 


PRESS OF THE ENGINEER SCHOOL OF APPLICATION, 
WASHINGTON BARRACKS, WASHINGTON, D. C, 
-1903- 






EtTji A 

OCCASIONAL PAPERS, 

ENGINEER SCHOOL OF APPLICATION, 
UNITED STATES ARMY. 


HISTORICAL SKETCH 


OF THE 


FIRST BATTALION OF ENGINEERS 

DURINO ITS TOUR ABROAD. 

SMITH S. LEACH, 

MAJOR. CORPS OF ENGINEERS, U. S. ARMY. COMMANDING. 


PRESS OF THE ENGINEER SCHOOL OF APPLICATION, 
WASHINGTON BARRACKS, WASHINGTON, D. C. 
-1903- 


























































































Hdqrs. 1st Battalion of Engineers, 

Fort Leavenworth, Kans., 

June Q, 1903 . 

The Adjutant General, U. S. Army, 

W ashington, D. C. 

(Through Military Channels .) 

SIR: In compliance with instructions contained in letter from the 
Adjutant General’s office of November 11, 1902, I have the honor to 
submit herewith an historical sketch of the operations of the 1st Battalion 
of Engineers. 

This battalion was organized in May and June, 1901, from Companies 
A, B, and E (old) Battalion of Engineers. On account of this fact and 
of the nature of the sendee performed by the companies of this battalion 
subsequent to its formation, which service required that all companies be 
detached from battalion headquarters, it is thought that it will be more 
advisable to submit a brief account of the formation of the battalion, and 
submit a sketch for each company separately. This method is followed 
in the paper herewith. 

Very respectfullv, 

SMITH S. LEACH, 

Alajor, Corps of Engineers , 
Commanding 1 st Battalion of Engineers. 


1 st Indorsement. 

Hdqrs. 1st Battalion of Engineers, 
Fort Leavenworth, Kans., 
June 9, 1903 . 

Copy respectfullv furnished to the Chief of Engineers, U. S. Army. 

SMITH S. LEACH, 
Alajor, Corps of Engineers, 
Commanding 1 st Battalion of Engineers. 



2 d Indorsement. 

Office Chief of Engineers, 

U. S. Army, 

June 26 , 1903 . 

1. Respectfully referred to Major Edward Burr, Corps of Engineers. 

2. In the opinion of the Chief of Engineers, this well-written and 
authentic history of the foreign service of the 1st Battalion of Engineers 
is well worth printing. 

By command of Brigadier General Gillespie: 

FREDERIC V. ABBOTT, 

Major, Corps of Engineers. 


HISTORICAL SKETCH OF THE 1ST BATTALION OF 
ENGINEERS DURING ITS TOUR ABROAD. 


The organization of this battalion was effected under authority of G. O. 
22, Headquarters of the Army, A. G. O., Washington, February 26, 
1901, Major Clinton B. Sears, Corps of Engineers, being assigned to com¬ 
mand by G. O. 79, Division of the Philippines, Manila, April 26, 1901. 
The former orders prescribed that the 1st Battalion of Engineers should 
consist of four companies, designated as Companies A, B, C, and D, and 
that it should be formed from the three companies of engineers, A, B, 
and E, then on duty in the Philippines, a new company to be formed by 
transfers from the three existing companies and the designation of Com¬ 
pany E to be changed to Company C. Officers were assigned to com¬ 
panies of the battalion by S. O. 55, Headquarters of the Army, A. G. O., 
Washington, March 8, 1901. 

Major Sears assumed command of the battalion on May 16, 1901, and 
appointed the following staff and non-commissioned staff: 

Adjutant, 1st Lieutenant Harry Burgess, Corps of Engineers; Quarter¬ 
master and Commissary, 1st Lieutenant Sherwood A. Cheney, Corps of 
Engineers ; Sergeant Major, Truman Organ, Company E; Quartermaster 
Sergeant, William Harer, Company E. 

The Adjutant and Sergeant Major reported for duty as such on May 
30, 1901; the Quartermaster and Commissary on September 28, 1901, 
and the Quartermaster Sergeant on June 18, 1901. 

The battalion headquarters (the Battalion Commander, Adjutant, and 
Sergeant Major only) was established at Santa Lucia Building, Malacon 
Drive, Manila, and remained there until October 2, 1901. 

On July 20, 1901, Company A, under command of Captain W. E. 
Craighill, sailed for the United States. 

On October 1, 1901, Captain George A. Zinn took command of the 
battalion, Major Clinton B. Sears being relieved by Paragraph 1, S. O. 



2 


248, Headquarters Division of the Philippines, Manila, P. I., September 
20, 1901. Headquarters of the battalion was established in Cuartel de 
Malate, October 2, 1901, and remained there until the battalion went 
aboard transport to return to the United States. 

On October 18, 1901, the battalion, consisting of battalion headquarters 
and 3 companies (4 officers and 234 enlisted men), sailed for United States 
on transport McClellan , arriving at New York City, December 23, 1901. 
Battalion headquarters and Companies B and D proceeded to Jefferson Bar¬ 
racks for station; Company C, to West Point, N. Y.; Company A, upon 
its arrival in the United States, was assigned to duty first at Willets Point, N. Y., 
and subsequently, on September 3, 1901, at Fort Leavenworth, Kans. 

Officers on duty at battalion headquarters: Major Clinton B. Sears, 
Corps of Engineers, May 16, 1901, to October 1, 1901; 1st Lieutenant 
Harry Burgess, Corps of Engineers, from May 30, 1901; 1st Lieutenant 
S. A. Cheney, Corps of Engineers, from September 28, 1901; Captain 
George A. Zinn, Corps of Engineers, October 1, 1901, to January 18, 
1902 (in addition to his duty as Commanding Officer, Company B.) 

Detailed history of companies follows : 

COMPANY A, 

Company A, consisting of one 1st Lieutenant, one additional Second 
Lieutenant, and 60 enlisted men, left Willets Point, N. Y., for San Francisco, 
Cal., on May 24, 1898, 1st Lieutenant C. P. Echols, Corps of Engineers, 
in command. The company arrived at San Francisco and went into camp 
at Camp Merritt, May 29, and was assigned to the 1st Brigade Philippine 
Expeditionary Forces, under command of Brigadier General Miller. 

Captain W. C. Langfitt, Corps of Engineers, arrived and took com¬ 
mand of the company June 2, and remained with the company until June 
20, when he was relieved, having been appointed Major of Volunteer 
Engineers. Enlistment to war strength (146) was authorized and recruit¬ 
ing office established in San Francisco on June 8, and the enlisted strength ^ 
of the company increased to 122. Additional 2d Lieutenant R. D. Kerr, 
Corps of Engineers, joined the company June 18. On June 14, a detach¬ 
ment of 20 men, commanded by 2d Lieutenant W. D. Connor, Corps 
of Engineers, left San Francisco for Manila on steamer China and arrived 
in Manila Bay July 16, landed at Cavite Arsenal the following day and 
remained there until July 29, when it moved to Camp Dewey, near 
Manila, where it remained until joined by the company. 

The company with present strength of one 1st Lieutenant, one addi- 
ditional 2d Lieutenant, and 100 enlisted men, left Camp Merritt June 26 


3 



to join third expedition to the Philippines under command of Brigadier 
General MacArthur, and embarked on the Indiana same date, sailed on 
June 27, arrived at Honolulu July 6, and sailed for Manila July 8, where 
it arrived July 31. Additional 2d Lieutenant R. D. Kerr died July 21, 
and was buried at sea July 22, latitude 20° 48' north, longitude 15° 18' 
east. During most of the voyage daily drills were held, viz, signal, calis¬ 
thenics, and theoretical engineering. 

The company landed at Cavite Arsenal August 1, and went into tem¬ 
porary quarters until August 7, when it was ordered to Camp Dewey, 
where it remained until August 13. During the absence of its own offi¬ 
cers from August 2 to August 6, 2d Lieutenant P. H. Mullay, 14th 
Infantry, had command of the company. While in Camp Dewey the 
company constructed a portable trestle bridge 180 feet long, which was 
carried to the front on August 13, but was not needed as the permanent 
bridges were not destroyed. 

On August 13 the company was divided into two platoons, the first, 
commanded bv Lieutenant Connor, reported to General Greene on the 
left, and the second, commanded by 1st Sergeant James Reardon, reported 
to General MacArthur, and both platoons entered the city of Manila with 
the first troops, the first platoon being quartered in the Insular Tobacco 
Factory at Binondo, Manila, and the second in the Cuartel de Malate, at 
Malate, Manila. Lieutenant Echols, who had been in hospital at Cavite 
since the company arrived in the Philippines, joined the company on the 
evening of the 13th, and on the 14th the second platoon joined the first at 
the Insular Tobacco Factory, where the company remained until December 
29, when it moved to quarters in the Convent de Malate, Manila. 

I n August, a reconnoissance of the battlefield was made and a map prepared. 
A detachment of Sergeant Thomas F. Kennedy and 26 other enlisted men 
was engaged in clearing the Pasig River for navigation (under Ensign 
W. A. Moffitt, U. S. Navy), from August 28 to October 31. 

Lieutenant Connor was relieved August 23 from duty with the com¬ 
pany per S. O. 33, Headquarters Department of the Pacific, series 1898. 

During the period from August 14,1898, to February 4, 1899, the com¬ 
pany was employed in making a detailed reconnoissance of Manila and 
vicinity. Sergeant Fisher with a detail of four privates from the company, 
while on reconnoissance duty near the insurgent’s lines, were captured by 
them on January 29, 1899, and taken to Malolos where they were confined 
until February 3, when they were released and permitted to join the company. 

September 3 and 4,1898, no officer was present for duty with the company. 

September 5 to 7, the company was commanded by 1st Lieutenant 


M. G. Krayenbuhl, 3d Artillery. 

From September 8, 1898, to March 5, 1899, the company was com¬ 
manded by 1st Lieutenant W. G. Haan, 3d Artillery. 

The company was assigned to the 2d Division, per G. O. 17, Head¬ 
quarters Department of the Pacific and 8th Army Corps, series 1898. 

Lieutenant Echols was relieved from duty with the company Novem¬ 
ber 11,1898, per S. O. 104, Department of the Pacific and 8th Army Corps. 

On February 5, 1899, the company, commanded by Lieutenant Haan, 
took part in the attack on the insurgents, moving out on the right flank of 
General King’s brigade, of the 1st Division, starting from Blockhouse 
No. 12, about 8:20 A. M., and took possession of the heights beyond San 
Pedro Macati at 10:10 A. M., and occupied the town at 11 A. M. 

During this attack and while advancing, Colonel Smith, one Lieuten¬ 
ant, and 13 enlisted men of the 1st California Infantry joined the com¬ 
pany, they having been cut off from their command, which arrived at San 
Pedro Macati about 45 minutes after the company had taken possession. 
Colonel Smith’s regiment having arrived our outposts were relieved and 
the company returned to its quarters. 

On February 15 the company, having been directed to make a recon- 
noissance outside the lines, became a part of an attacking force of the 
companies at Pateros; the company had the right of the line. Artillery 
was at first used and the order was to advance immediately after. The 
company advanced in the firing line, having a support of three companies. 
The insurgents were discovered and attacked, and for two hours kept 
under fire, but no support came to the assistance of the company and as 
there was no other firing, the company was withdrawn. It was after¬ 
ward learned that the order to retire had been given just as the company 
had advanced and it was consequently left alone in the attack, but it had 
such a strong position that at no time did the insurgents show themselves 
without getting such a fire that they were compelled to withdraw to cover. 

In February a detachment surveyed the country from Manila to San 
Pedro Macati, and the road from there to Pasig. 

2d Lieutenant W. P. Wooten, Corps of Engineers, joined the com¬ 
pany February 27, per S. O. 293, A. G. O., December 13, 1898. 

Captain F. R. Shunk, Corps of Engineers, joined the company Febru¬ 
ary 27, per S. O. 267, A. G. O., November 11, 1898. 

On March 28 Captain Shunk, with a detachment of 25 enlisted men, 
joined General MacArthur’s division in the northern advance. The 
detachment was employed in repairing roads and bridges destroyed by the 
retreating insurgents; constructing rafts, rope ferries, ponton bridges, and 


5 


building new bridges according to the kind and amount of material that 
could be obtained, and in reconnoissance work. This work was per¬ 
formed chiefly in the night, as it was essential that the ammunition and 
supply trains be kept in touch with the firing line. During the day and 
when not engaged in engineer work the detachment participated in several 
engagements, and on several occasions at night it passed beyond the out¬ 
posts to reconnoiter and to repair the railroad to enable the armored cars 
to keep up with the firing line. During this period the advance was 
rapid until Malolos was reached. 

From the latter part of March Lieutenant Wooten, with a detachment 
of 25 men from the company, also took part in the same advance under 
the immediate orders of General Wheaton. The work done by this 
detachment was similar in character and extent to that outlined above for 
Captain Shunk’s detachment. 

Upon arrival at Malolos, Captain Shunk was ordered to return with 
his detachment to take station again in Manila—at Malate Convent. 

The other detachment continued with the northern advance. The 
first serious delay was encountered three miles north of Malolos, where a 
steel railroad bridge spanning the Bag Bag River had been destroyed, one 
80-foot span having been detached and dropped a distance of thrity feet 
into the river. Not having facilities to raise the span, the break was 
crossed by the construction of a substantial trestle bridge. The next 
difficulty was encountered at Calumpit where the truss railroad bridge 
across the Rio Grande de la Pampanga had been rendered useless by the 
insurgents by removing the fish plates, throwing into the river the rails, 
burning the ties and removing the roadway bearers. Want of proper 
facilities and necessity for prompt passage of this river rendered impossible 
the repair of this bridge at that time, and a rope ferry was constructed; 
one detail cut down approaches, another stretched the line, another pro¬ 
cured material, and the remainder constructed the raft, which consisted of 
four layers of bamboo, the pieces of adjacent layers at right angles, the 
whole well lashed, and 35 feet wide and 48 feet long and having 
a safe carrying capacity of 10,000 pounds. The first load of artillery 
pieces was transported across the river within three hours from the time 
of setting about the construction of the raft. The width of the river here 
is about 650 feet and the river is about 20 feet deep. 

A similar condition was found in May between Apalit and Santo 
Tomas, where a steel railroad bridge had been destroyed by dropping one 
end of a span into the Santo Tomas River. The span was replaced by 
the construction of a substantial bridge, the trestles resting on the inclined 


6 


truss as it lay, the dropped end resting on a secure foundation. 

2d Lieutenant H. W. Stickle, Corps of Engineers, joined the company 
April 23. 

During the month of May, in addition to the Santo Tomas bridge 
repairs, the detachment, under Lieutenant Wooten, accomplished the fol¬ 
lowing work: 

1. Building wagon bridges between Calumpit and San Fernando via 
Apalit, and repairing wagon road. Two bridges about 100 feet each 
were built entire out of lumber obtained mostly from the church and con¬ 
vent of Apalit. The detachment had no transportation and hauled 
material on impressed bull carts. This road was for about three weeks 
the only supply line between Calumpit and San Fernando. 

2. The rope ferry at Calumpit was kept in working order. 

3. Nearly two miles of railroad track had been destroyed between 
Santo Tomas and Calumpit, and the roadbed much torn up in the con¬ 
struction of earthworks. By May 20 the road was opened and flat cars 
pushed by coolies were then used to bring supplies until other rolling 
stock could be secured. All the other rolling stock at that time was 
either south of the Rio Grande or in possession of the insurgents north 
of San Fernando, the railroad bridge at Calumpit being impassable for trains. 

Havingarrived in San Fernando the advance was halted for reinforcements, 
and to allow the men to recuperate as they had been under constant fire for 
about three months. During the stay in San Fernando the insurgents made 
several night attacks, but in each case were repulsed with severe loss. 

On June 10 and 11 Lieutenant Stickle accompanied General Wheaton 
in General Lawton’s advance against insurgents at Las Pinas and Paran- 
aque. June 14-19 a detail of 27 enlisted men under Lieutenant Stickle 
constructed a temporary bamboo bridge at Paranaque over a stream about 
300 feet wide. During this time the Zapote River bridge, damaged by 
fire by the insurgents, was repaired. 

June 20-July 15, a detail of nine enlisted men under Lieutenant Stickle 
built a trail bridge for use across the Bag Bag River at Quingua, 25 
Chinese laborers and about the same number of natives being hired to 
construct the approaches, which were made from high steep banks. The 
raft was of catamaran form, both boats and flooring being made com¬ 
pletely by the detail, and mostly of native lumber. The raft was 30 feet 
by 16 feet when completed. The width of the stream was about 200 
yards and the distance between anchorages about 250 yards. The cable 
used was one inch of steel and was raised and lowered by shears on each 
bank and made taut by an improvised field capstan on one bank, the 


shears finding use particularly in the frequent cases of sudden rising of the 
river at this point, due to heavy showers in the mountains a few miles 
distant where this stream had its source. 

During August a detail of eight enlisted men under Lieutenant Stickle 
built a rope ferry for the river at Paranaque. the temporary bridge having 
been washed away. This raft was built in catamaran fashion on two 
cascos hired for the purpose. In August, also, the cable at Quingua 
having broken, the same detail put in a new cable. The serv ice rendered 
by Private Duncan C. Morrison in stretching this cable was hazardous 
and was skillfully performed. 

In addition to its engineering duties the detachment under Lieutenant 
W ooten was assigned to the armored car during the advance from San 
Fernando to Calulut and during the battle and capture of the latter place 
on August 9. 1899. occupied the center of the line. 

During August and September the company was very much scattered, 
being divided into small details for various emergency work in the Island 
of Luzon. This included the construction of a bridge by a detail under 
the supervision of Captain Shunk at Imus. This was a high trestle bridge 
about 75 fee: long and built of lumber shipped by water from Manila 
In the latter part of September the company was ordered to occupy part 
of the line from Pasay to San Pedro Macati. It was assigned a position 
at Culi Culi. near the center of the line, which it held for about fortv- 
eight hours, acting as infantry. Captain Shunk commanding. 

From October 2 to 31 a number of enlisted men of Company B. vary¬ 
ing from 30 to 61. were attached to Company A. 

On October 4 the company, with a detachment of Company B, Cap¬ 
tain Shunk commanding, was directed to take up a position and form part 
of a battalion with two companies of infantry at Paranaque ferry and con¬ 
nect with the infantry at Pasay. this being a line of about four miles for 
three companies to hold. This duty was performed by patrolling and 
continued three davs. In the meantime the fern* and its approaches were 
put in good order. 

October 7-14 the company took part in General Schwan’s expedition 
in Cavite, under Captain Shunk. October 7. and Lieutenant Stickle the 
remainder of the time. The operations of the company during this time 
may be outlined as follows: 

1. Construction of rope ferry across Bacoor River during the night of 
October 7. and manning beats for crossing the infantry. 

2. ITie repair of roads for the main column from the Bacoor River to 
Das mannas October 8 to 12. 


8 


3. The work of a detachment of the company under Lieutenant 
Stickle in the column under Major Bubb, from Rosario to San Francisco 
de Malabon on the left bank of the Canas River October 9 to 11, con¬ 
sisting of: 

a. Construction of raft for artillery and wagons and manning boats for 
infantry to cross the Canas River near Rosario. 

b. Repairing of roads and trails left bank of river. 

c. Engagement with the enemy in which one private was wounded, 
near Santa Cruz de Malabon. 

d. Reconnoissance and scouting duty. 

4. Reconnoissance from San Francisco de Malabon to San Gaviel 
October 11, and from Dasmarinas toward Silang October 12. 

On October 16 the detachment under Lieutenant Wooten took part 
in repelling a night attack on Angeles and constructed emplacements for 
artillery near the Angeles bridge. This detachment was at this time con¬ 
tinually engaged in foot reconnoissance, repairing railroads, wagon roads, 
and bridges. During the month of October small squads of non-com¬ 
missioned officers and privates of the company were at different periods 
in charge of squads of Chinese laborers constructing and repairing various 
roads in the vicinity of Manila. 

In October the company received instruction in foot reconnoissance 
and had some infantry drills. 

1st Lieutenant S. A. Cheney, Corps of Engineers, joined the company 
November 3, per S. O. 302, Fleadquarters Department of the Pacific and 
8th Army Corps, series 1899, and continued on duty with the company 
until relieved December 24, 1899, per S. O. 352, same headquarters and 
series. 

A detachment of 2 officers and 25 enlisted men under Lieutenant 
Cheney,, accompanied General Wheaton’s advance by water on San 
Fabian on November 4, 1899. The work of this detachment was con¬ 
tinuous and arduous, and exposure to inclement weather severe. It con¬ 
sisted in unloading mules and horses from transports anchored about a 
mile from shore, unloading supplies on the beach, repair of roads, build¬ 
ing of a bamboo raft and its use in a rope ferry across the San Fabian 
River, the repair of telegraph and telephone lines from San Fabian to 
Tayug and participation in the firing line. 

Lieutenant Cheney accompanied the expedition of the 13th Infantry to 
the north of San Fabian in November and took part in an engagement south 
of Santo Tomas. Lieutenant Stickle of this detachment accompanied one 
company of the 36th Infantry as engineer officer on an expedition to Salasa, 


9 


and took part with that company in the attack on and capture of the town 
of Mangatarem in the latter part of November. 

Lieutenant Stickle was relieved from duty with this detachment 
December 1 and returned to Manila. 

On November 5 Lieutenant Wooten’s detachment took part in the 
battle of Magalang, and from there went to Mabalacat and constructed a 
trestle bridge to replace an arch bridge which had been blown out by the 
insurgents. On November 11 this detachment took part in the battle of 
Bambam, after which it joined General Wheeler’s column in the advance 
on Tarlac, November 12-14, repairing or constructing bridges injured or 
destroyed by insurgents. In November this detachment repaired about 
two miles of Manila & Dagupan Railroad which had been completely 
washed away by the Tarlac River; 800 feet of trestle was constructed of 
crib-work which was afterward used by the Manila & Dagupan Railroad 
for over a year, the work being accomplished in ten days and going on 
night and day. About November 24 this detachment moved to Calasiao 
and commenced the construction of the railroad from that point to Dagu¬ 
pan, this portion, about two miles, having been completely destroyed. Some 
rolling stock which had been run off into the Calasiao River was recovered. 
In this work the detachment was assisted by a detachment from Company 
B, under Lieutenant H. B. Ferguson, Corps of Engineers. 

Lieutenant Cheney’s detachment returned from San Fabian to Manila 
and joined the company about December 20. 

Lieutenant Stickle accompanied a detachment of Company B under 
Lieutenant J. C. Oakes, Corps of Engineers, from December 17 to 
December 30, repairing ferries and bridges from Arayat to Cabanatuan 
via San Isidro and returned to Manila. 

Lieutenant Wooten was relieved from duty with the detachment and 
joined the company the latter part of December, leaving the detachment 
at Bayambang. 

Companies A and B were united January 1, 1900, and divided into 
two detachments, one under Lieutenant Ferguson and accompanied by 
Lieutenant Wooten, and the other under Lieutenant Oakes, accompanied 
by Lieutenants Cheney and Stickle. 

They first advanced into Cavite Province by way of Laguna de Bay as 
a part of General Schwan’s command. The second advanced into 
Cavite Province from Manila via Paranaque, Baccor, Imus, Dasmarinas, 
to Silang, where the columns joined on January 10. The work of these 
detachments consisted in the emergency repair of roads and bridges, the 
second detachment continuing its work from Silang to Naic via Indan. 


10 


Numerous route sketches and reconnoissances were made by these detach¬ 
ments. The second detachment returned to Manila the latter part of 
January, and the first detachment on February 7. 

Lieutenant Stickle was assigned to command the detachment at Bay- 
ambang, which had been placed under the immediate command of the 
Commanding General of the 2d Division, General MacArthur. 

Temporary repairs to roads and bridges were made by this detachment 
as follows: 

January 27-28. Panique to Cuyapo via Anas, 10 miles. 

January 29-31. Panique to San Juan de Guimba via Pura, 13 miles. 

On this road a trestle bridge 50 feet long was built with lumber from 
churches in Pura. 

February 3-9. Bautista to San Jose via Rosales, Humingan, and Lupao, 
42 miles. 

February 10-13. Humingan to San Nicolas via San Quintin and Tayug, 
15 miles. This included much corduroying of extremely bad roads. 

February 14-15. Tayug to Rosales via Santa Maria, 14 miles. 

February 17-March 6. Lieutenant Stickle with part of the detachment 
inspected roads and submitted reports and estimates for temporary repairs 
to roads and bridges on Dagupan-Tayug line of communication, with all 
cross roads, traveling 140 miles. 

March 7-18. This detachment inspected roads and submitted reports with 
estimates for temporary repairs to roads and bridges from San Fernando to 
Bongabong, and return to railroad at Malolos, traveling about 140 miles. 

On March 29 the detachment was assigned to the 3d District, under 
the immediate orders of General J. Franklin Bell, and had charge from 
that time of the road and bridge repair of the Dagupan-Tayug line of 
communication for which estimates had been previously submitted, and 
for which funds had been allotted. The detachment was engaged on this 
work till October 18. About $25,000 worth (Mexican currency) of 
lumber was purchased and used in the construction and repair of bridges 
and about the same amount of money was used in the hire of natives for 
labor on roads and bridges and for carts for hauling. The length of the 
road worked upon was about 50 miles. Six pile bridges were built of 
varying lengths up to 638 feet. The road work consisted in ditching and 
grading. The general width between ditches was 20 feet. Two churches, 
one of which had been ruined by earthquakes, were blown down and the 
bricks of which they were built were broken and placed on the road. 

«This was done where no gravel was available. At other places a great 
deal of gravel was hauled by carts and placed on the road. As the rainy 


11 


season began about June 15, it found the work going on and the roads 
not in the best condition for it in many places, the time being short, the 
mileage of the road under repair so great, and the detachment so small. 
The detachment was divided into two parts for the work, a bridge detail 
and one superv ising native work on roads, the latter subdivided into small 
details, never more than three men working at one place. Bridge w r ork 
continued throughout the rainy season, but road work except emergency 
repairs had to cease. 

From January 1 to May 1, 1900, small details of the company were 
continually called for, for engineer work outside of Manila, among them 
being a detail for railroad work February 22 to April 21; one at Tarlac, 
March 4 to March 6; one at Bamban, March 4 to March 13, and a 
detail for surveying at Vigan, January 23 to May 1. 

A detachment of 24 enlisted men of the company, commanded by 
Lieutenant Ferguson, was in the South Camarines from February 15 to 
May 20, 1900. 

Lieutenant Stickle commanded the company from May 1 to October 1. 
It was assigned to the Department of Northern Luzon with station at 
Bayambang, and moved to that station April 28. Details from the com¬ 
pany were from that time on constantly required for reconnoissance, road 
and bridge work, as well as for the construction of scaffolds for execution 
of sentenced natives throughout the department. 

On August 1, while on reconnoissance duty near San Isidro under 1st 
Lieutenant F. W. Altstaetter, Corps of Engineers, three enlisted men 
were captured after a prolonged resistance on the part of Lieutenant Alt- 
staetter’s command of about 14 men, Lieutenant Altstaetter himself being 
captured. The insurgents numbered several hundred. The enlisted men 
of the company captured were: 

1st Class Private Edward Long. 

1st Class Private Henry J. Walsh. 

1st Class Private Henry T. Crenshaw. 

Private Long was severely wounded in the abdomen and was released 
by the insurgents on August 1, and the other two men were released 
August 26 and joined the company. 

The company was stationed at Bayambang till October 11, when it 
changed station to Dagupan. 2d Lieutenant L. H. Rand, Corps of 
Engineers, joined the company September 4, and 1st Lieutenant J. B. 
Cavanaugh joined company October 1 and assumed command. 

Lieutenant Cavanaugh continued the improvements of the Dagupan- 
Tayug line and other roads with part of the company till July 11, 1901. 


12 


Lieutenant Stickle, with a detail of 25 men, took station at Humingan, 
Province of Nueva Ecija, December 15, 1900, charged with the repair of 
roads and repair and construction of bridges from Bautista to San Quintin 
and from Humingan to San Jose. The work of the repair of roads and repair 
and construction of bridges from San Jose to Cabanatuan was also given 
to this detail later, making the total number of miles of road to be repaired 
by this detail, 84. Not all of this was worked, however. On May 18, 
1901, Lieutenant Stickle was relieved by 2d Lieutenant C. O. Sherrill, 
Corps of Engineers, who remained in charge of the work until July 16. 

Lieutenant Rand, with a detachment of 24 enlisted men, took station 
at Alaminos, Province of Zambales, charged with the repair of roads and 
the repair and construction of bridges in the Province of Zambeles, on 
which the detachment was engaged until July 16, 1901. 

On July 17 the company, consisting of 57 enlisted men commanded 
by Captain J. B. Cavanaugh, left Dagupan and proceeded to Manila, 
where Captain Cavanaugh was relieved from command by Captain W. E. 
Craighill, and 1st Lieutenant F. W. Altstaetter joined the company. 

On July 19,1901, the company, consisting of Lieutenant Altstaetter and 
57 men, commanded by Captain Craighill, embarked on the United States 
transport Sheridan and sailed for San Francisco, Cal., July 20, arrived at 
Nagasaki, Japan, July 25; sailed for Yokohama, Japan, July 30; left Yoko¬ 
hama August 3, and disembarked at San Francisco, August 18. The com¬ 
pany went into camp where it remained until August 23, when it pro¬ 
ceeded by rail to Fort Totten, New York, arriving at that place August 21. 

Engagements against insurgents in which the company or parts thereof took part , 
with date , place , and names of killed or wounded. 


Engagement. 


Battle of Manila___ 

San Pedro Macati_ 

Pateros_ 

In advance to Malolos- 

Attacks on San Fernando_ 

Las Pinas Ford_ 

Calulut_ 

Cavite Viejo_ 

Putol_ 

Rosario__ 

Near Santa Cruz de Malabon- 

Near San Francisco de Malabon_ 

Angeles_ 

Magalang_ 

Bamban- 

San Fabian _ 

Near Santo Tomas_ 

Mangatarem_ 

Near San Isidro_ 

Batoc, Province Ilocos Norte_ 


Date. 


Killed or wounded. 


Aug. 13, 1898 _ 

Feb. 5, 1899 _ 

Feb. 15, 1899 __ 

Mar. and Apr., 1899_ 


2d Cl. Pvt. Thomas Sweeney, wounded in neck, 
slight. 


May,June.July,1899 _ 

June 10, 1899 _ 

Aug. 9, 1899 _ 

Oct. 8, 1899 _ 

Oct. 9, 1899 _ 

Oct. 9, 1899 _ 

Oct. 10, 1899 _ 


2d. Cl. Private John 


I. Van Ness, wounded. 


serious. 


Oct. 10, 1899 
Oct. 16, 1899 
Nov. 5, 1899 
Nov. 11, 1899 
Nov. 14, 1899 
Nov. —, 1899 
Nov. 25, 1899 
Aug. 1, 1900 
Dec. 30, 1900 


1st Cl. Pvt. Edward Long, wounded, serious. 
2d Cl. Pvt. George H. Rae, killed. 
















































13 


During its tour in the Philippines the company was stationed at the 
following places: 

Cavite Arsenal, August 1, 1898, to August 7, 1898. 

Camp Dewey, August 8, 1898, to August 13, 1898. 

Binondo, Manila, August 14, 1898, to December 29, 1898. 

Convent de Malate, Manila, December 30, 1898, to April 28, 1900. 
Bayambang, April 29, 1900, to October 11, 1900. 

Dagupan, October 12, 1900, to July 17, 1901. 

Portions of the company were stationed at or near the following places 
at the following dates: 

San Fernando, May 5, 1899, to August 8, 1899. 

Quingua, June 20, 1899, to July 15, 1899. 

Balic Balic, July 5, 1899, to October 26, 1899. 

Paranaque, August 3, 1899, to August 15, 1899. 

Imus, August 7, 1899, to August 14, 1899. 

Calulut and Angeles, August 9, 1899, to November —, 1899. 

Laguna de Bay, August 16, 1899, to October 2, 1899. 

Zapote, August 20, 1899, to August 31, 1899. 

Quingua, August 23, 1899, to August 31, 1899. 

Pasig, August 29, 1899, to September 30, 1899. 

Caloocan, August 29, 1899, to September 26, 1899. 

Santa Mesa, September 2, 1899, to September 26, 1899. 

Engineer depot, Manila, September 8, 1899, to October 19, 1899. 

San Fabian and vicinity, November 5, 1899, to December 20, 1899. 
Tarlac, November 14, 1899, to December 17, 1899. 

Calasiao, November 24, 1899, to December —, 1899. 

Bayambang, December —, 1899, to March 30, 1900. 

Vigan, January 23, 1900, to March—, 1900. 

Bamban, March 4, 1900, to March 13, 1900. 

Dagupan, March 30, 1900, to October 11, 1900. 

Rosales, May 15, 1900, to May 27, 1900. 

Mangaldan, April 1, 1900, to October 1, 1900. 

San Fabian, same. 

San Jacinto, same. 

Manaoag, same. 

Binalonan, same. 

San Manuel, same. 

Asingan, same. 

Calasiao, same. 

Urdaneta, same. 


14 


Pozonubio, December 2, 1900, to December 10, 1900. 

Humingan, December 15, 1900, to July 16, 1901. 

Alaminos, December 15, 1900, to July 16, 1901. 

Mangaldan, January 29 to March 4, 1901. 

Camiling, March 1, 1901, to July 16, 1901. 

Tayug, March 11, 1901, to July 16, 1901. 

San Felipe, March 17, 1901, to-. 

Salasa, March 27, 1901, to-. 

Binmaley, April 3, 1901, to-. 

Bautista, February 1, 1901, to July 16, 1901. 

Alcala, February 1, 1901, to July 16, 1901. 

Rosales, February 1, 1901, to July 16, 1901. 

San Jose, January 1, 1901, to June 15, 1901. 

Taleveia, February 1, 1901, to July 16, 1901. 

Cabanatuan, February 1, 1901, to July 16, 1901. 

Officers serving with Company A, 1st Battalion of Engineers, from 
May 24, 1898, when the company left Willets Point, N. Y., for the 
Philippine Islands, until August 29, 1901, when it arrived at Fort Totten, 
Willets Point, N. Y., on its return from the same, giving dates of joining 
and relief: 


Name and rank. 

Joined. 

Relieved. 

Additional 2d I.font. W. D. Connor 

May 25, 18;8 

Aug. 30, 1898. 

1st Lieut. C. P. Echols 

May 25, 1898 

Nov. 11, 1898. 

Capt. W. C. Langfitt (appointed Major, U. S. Volunteer Engi¬ 

June 2, 1898 

June 20, 1898. 

neers). 

Additional 2d Lieut. Kerr 

June 19, 1898 ... 

Died July 21, 1898. 
Aug. 8, 1898. 

Se t. 7, 1898. 

Mar. 5, 1899. 

2d Lieut. P. H. Mullay_ 

Aug. 2, 1898 _ 

1st Lieut. M. G. Krayenbuhl, Artillery 

Set. 5, 1898 

1st Lieut. W. G. Haan, Artillery (appointed A. Q. M., U. S. V.)_ 

Sept. 8, 1898 

1st Lieut. W. P. Wooten. 

Feb. 28, 1899 

Sept. 30, 1900. 

Feb. 19, 1900. 

May 18, 1901. 

Dec. 23, 1899. 

Capt. F. R. Shrink 

Mar. 13, 1899 _ 

2d Lieut. H. W. Stickle 

Apr. 24, 1899 __ 

1st Lieut. S. A. Cheney 

Nov. 3, 1899 

1st Lieut. J. B. Cavanaugh __ _ ... _ _ 

Oct. 1, 1900 

July 18, 1901. 

July 16, 1901. 

Aug. 29, 1901. 

July 16, 1901. 

Aug. 29, 1901. 

2d Lieut. L. H. Rand _ _ _ _ 

Se t. 5, 1900 

1st Lieut. F. W. Altstaetter 

July 18, 1901 

2d Lieut. C. O. Sherrill 

May 1, 1901 

Capt. W. E. Craighill__ _ 

July 18, 1901 




COMPANY B. 

In accordance with G. O. No. 9, Headquarters of the Army, A. G. O., 
Washington, D. C., June 15, 1899, Company B, Battalion of Engineers, 
commanded by Captain William L. Sibert, with 1st Lieutenant John C. 
Oakes and 2d Lieutenant Harley B. Ferguson, of the Corps of Engineers, 
and 150 enlisted men left Willets Point, N. Y., at 7 a. m. July 5, 1899, 
for the Philippine Islands via San Francisco, Cal. Left San Francisco, 










































15 


Cal., July 13, 1899, on the United States Army transport City of Para , 
stopped three days at Honolulu, H. I., en route, and arrived in Manila 
Bay August 10, 1899, landed August 13, and proceeded to Malate Bar¬ 
racks, Malate, P. I. 

The company remained in Malate until the morning of August 17, 
when it proceeded to San Fernando, Province of Pampamga by rail, arriv¬ 
ing at 2:40 P. M. same day. This P. M. Captain Sibert with Lieutenant 
berguson and 40 men left for Angeles Bridge, a distance of 11 miles, and 
arrived at 5 A. M. the 18th. The detachment was considerably delayed 
in reaching Angeles, due to darkness and bad roads which were all flooded 
at that time. Here the detachment rescued two railroad engines which 
were run through a broken span in the bridge by the insurgents. While 
this work was being done the men were continually under fire from the 
insurgents, and at times work had to cease, the detachment taking its plaee 
upon the firing line with the 12th Infantry until the firing ceased suffi¬ 
ciently for the detachment to return to its task. The detachment returned 
to San Fernando, August 20, 1899. 

August 23, Lieutenant John C. Oakes with 50 men left for Apalit, a 
station on the railroad, to relieve one company of the 16th Infantry. 

The detachment took charge of the station and guarded the track from 
Calumpit to Kilometre 55. The detachment returned to San Fernando 
September 16, 1899. 

The company furnished guards for General MacArthur’s headquarters, 
outposts along the railroad, train guards, escorts for ration and ammuni¬ 
tion trains, and made reconnoissance maps of the country surrounding San 
Fernando for a radius of seven miles, which were compiled and sent to the 
Chief Engineer of the Department of the Pacific and 8th Army Corps, 
Manila. These duties were carried on from August 17 to October 2, 1899. 

September 27, Lieutenant Ferguson with 60 men left for the advance 
on Porac. This detachment was divided into two details which assisted 
the artillery in advancing the field pieces. Porac was taken September 28, 
and from there the detachment proceeded to Angeles, arriving September 
30, 1895. Forty men of the detachment remained at Angeles and were 
assigned to the 2d Division, 8th Army Corps. The remainder of the 
detachment returned to San Fernando October 1. 

October 2, 40 men were left at San Fernando for assignment to the 
1st Division, 8th Army Corps, and the remainder of the company, com¬ 
manded by Lieutenant J. C. Oakes, proceeded to Manila. One non¬ 
commissioned officer and four privates were left at San Fernando in charge 
of the armored car. 


16 


On October 3 the Manila detachment left Malate Barracks at 11 A. M. 
with a detachment from Company A, engineers, and proceeded to Pasay 
to relieve two companies of the 13th Infantry, which were sent out on a 
reconnoissance. Here outpost duty was performed and the detachment 
returned to barracks October 4, 1899. 

October 5 the detachment again left for Pasay and from there went to 
Paranaque for guard duty, remained there until 11 A. M. the 6th, when 
the detachment left for the Big Bend, just beyond Bacoor, and there a 
rope ferry was put in. This ferry was constructed of such materials as 
could be found. Filipino dugouts (bancos) were used and the balk and 
flooring of the ferry was taken from buildings in the vicinity. 

The ferry was completed at 12:30 A. M. the 7th, and at 3 A. M. Gen¬ 
eral Schwan’s advance guard crossed the river (Imus River) for advance 
on Cavite Viejo. The entire column consisting of about 1,200 men and 
two field pieces crossed before 6:30 A. M., and the advance on Cavite 
Viejo commenced. 

A detachment of 40 men, commanded by Captain Sibert, left with the 
advance guard and the field pieces. This detachment was continually 
under fire until 11 A. M., when the town was taken. 

From this place hardly any resistance was met with during the expedi¬ 
tion and the column passed through Noveleta, Rosario, Santa Cruz, San 
Francisco de Malabon, Dasmarinas, and returned to Manila via Imus, 
arriving October 14, 1899. 

At San Francisco de Malabon one non-commissioned officer and twelve 
privates were assigned to duty with Captain Riley’s battery as artillery¬ 
men and were highly commended by Captain Riley for their valuable 
assistance. 

No further duties were performed by this detachment until October 
24, when it was divided and sent to join the detachments on the north line. 

The detachment left at San Fernando and assigned to the 1st Division, 
8th Army Corps, commanded by General Lawton, started in the general 
advance north October 10, through Mexico, Santa Ana, Arayat, Cabiao, 
San Isidro, Santa Rosa, Cabanatuan, Talaveria, San Jose, Lupao, Humin- 
gan, San Quintin, Tayug, San Nicholas, San Manuel, San Miguel, and 
Binolonan. 

The work of this detachment consisted in repairing all roads traveled, 
putting in ferries and bridges and making maps of the entire route. As 
far as San Isidro the detachment kept well up with the column, but from 
there on the detachment proceeded to Binolonan independently. 

Four large bridges and four ferries were built and many small bridges 


17 


and culverts repaired. Many of the roads had to be corduroyed, and in 
several places new roads had to be built through fields. 

I his detachment was greatly hampered on account of insufficient cloth¬ 
ing and shoes, also rations,\lue to the difficulty in getting supplies from 
Manila. Many of the men became sick, and as very little medical 
attendance could be had, this again interfered with the progress of the 
detachment. At Talaveria the detachment was divided on account of 
the rapid rising of the river, 47 men, with Lieutenant Oakes, managed to 
cross, but 17 were left behind with the rations and told to cross when the 
river had fallen. The 47 men proceeded to San Jose, a distance of 16 
miles, and did not arrive until the following day at 4 P. M., the delay due 
to roads flooded for miles and conditions already mentioned. Here the 
detachment remained three days waiting for the 17 men to catch up, when 
it continued on its journey to Binolonan, where headquarters of the com¬ 
pany was established, and details were sent from here to Maniaug, San 
Jacinto, and San Fabian to repair roads and bridges. 

While at San Isidro a large number of trestles were constructed for the 
purpose of putting a bridge across the river at this place but the work was 
abandoned and a ferrry was put in instead. 

The trestles were used later at the Tombo and Taboatin Rivers. 

While at Cabanatuan from October 1st to 14th, the bridges at the 
Tombo and Taboatin Rivers were carried away three times due to the 
sudden rising of the rivers from rains. At Cabanatuan two large ferries 
were put in (bamboo), but were carried away. The river here was very 
wide and the current very strong and swift. Later another ferry was put 
in about 200 yards below the first crossing after sufficient material had 
been received from Manila. 

The lack of material and the sudden rising of the rivers from 18 to 25 
feet made it impossible to put in any permanent work. 

On October 27 this detachment was reinforced by 34 men from the 
Manila detachment which joined at San Isidro. 

On November 10, 1899, one private left with General Young’s Flying 
Brigade from Cabanatuan and made maps of all the roads traveled until 
Vigan was reached. 

On December 1, the detachment returned from Binolonan to San Isidro 
where a bridge on the San Miguel road had to be repaired for the advance 
on San Miguel, December 9, 1899. Here the detachment bivouacked 
and took its place in rear of the advance guard the following morning. 
This city was taken without any resistance as the insurgents had left for 
the mountains. 


18 


Along this road eleven large bridges were repaired and the detachment 
arrived in San Miguel at 8 P. M. same day. 

Here the column rested one day and then proceeded to Baliaug where 
a stop of three days was made. From here General Lawton was to take 
his column into the Mariquina Valley. This plan was abandoned and 
the 1st Division, 8th Army Corps, returned to Manila, arriving December 
17, 1899. 

The detachment left at Angeles repaired the railroad track and the 
Angeles bridge. They were constantly under fire until the work was 
completed. This lasted until November 2, 1899. Miles of railroad 
track had to be laid as the insurgents had taken the rails away and burnt 
the ties. 

This detachment was reinforced by 26 men of the Manila detachment 
October 25, and joined at Angeles. 

When General Lawton had gone well to the north, the advance along 
the railroad commenced November 6, 1899. Bambam was the first place 
to be attacked, where a stubborn resistance was made by the insurgents, 
which was broken by General Bell in reaching the insurgents right flank 
with the 36th Infantry, U. S. Volunteers. 

Here the Bambam bridge was partly destroyed. The south abutment 
was entirely gone and one of the steel spans was dropped to the river 
bottom. This span was raised and placed back into place in the bridge. 
This span was 30 metres in length and weighed about 36 tons. A new 
abutment was put in and a three-bent trestle, 125 feet long, was built. 
Three of the steel pillars supporting the steel span were entirely destroyed 
and four large cribs were put in place to support this span. One-half of 
the detachment continued the advance to Tarlac where no resistance was 
met with. The advance continued until about four miles north of Tar¬ 
lac when the washout was reached. Here the detachment rebuilt the rail¬ 
road across the washout, a distance of two miles. All of this work was 
done by cribbing, the track being raised six feet. The bottom here was 
quicksand, which made the task a very difficult one. 

From Tarlac the insurgents were pushed so rapidly that they did little 
or no further damage to the railroad. 

From Tarlac to Dagupan little work was done outside of fixing the 
roadbed and replacing old ties. 

On November 9, a detail of 20 men from the detachment left San 
Pedro de Magalang with the artillery and 17th Infantry, commanded by 
General Smith, and advanced on Conception, taking this town with 
hardly any resistance and from here proceeded to Capaz on the railroad. 


19 


This move was made to get in rear of the insurgents at Bambam, but 
due to impassable roads connections were not made. 

After November 6, most of the detachment’s time was consumed at the 
Bambam bridge and at the washout. 

The detachment returned to Manila December 18, 1899. 

From December 18 to 22, the company remained at the Cuartel 
de Malate, Malate, P. I. 

On December 22, Lieutenant Oakes with 71 men proceeded by rail to 
San Fernando, Province of Pampanga, and from there marched through 
Mexico, Santa Ana, Arayat, Cabiao, San Isidro, Santa Rosa, to Cabana- 
tuan to repair and replace bridges and ferries destroyed by the sudden 
rising of the rivers December 19, and returned to Manila December 31, 
1899. 

On January 2, 1900, Lieutenant Ferguson with 62 men joined Gen¬ 
eral Schwan’s column at San Pedro Macati, and January 5, Lieutenant 
Oakes with 75 men joined General Wheaton’s column at Imus. Janu¬ 
ary 6, the general advance south commenced. 

This expedition was commanded by General Bates. The expedition 
passed through the Provinces of Cavite, Batangas, and Laguna. Lieu¬ 
tenant Ferguson with his detachment returned to Manila from Santa 
Cruz, February 5, 1900, and Lieutenant Oakes with his detachment 
returned February 11, 1900. 

The duties performed were confined principally to road building and 
repairing, construction of and repair of bridges and ferries. Reconnois- 
sance maps were made of all the roads traveled in this expedition. 

On February 14, Lieutenant Ferguson with 24 men of the company 
left with the expedition for the Camarines and returned May 18, 1900. 

The work of this detachment was in building and repairing bridges. 
In one stretch of 15 miles from Pasacao to Nueva Cacares 31 bridges 
were built and repaired. This detachment also acted as advance guard 
in several reconnoissances made to Legaspi, Daraga, and Pili and to other 
small towns in the interior. 

From February 21 to May 31,1900, a detachment consisting of two non¬ 
commissioned officers and 20 privates of the company had charge of the 
railroad and acted as engineers, conductors, station agents, and foremen in 
the car shops at Caloocan. 

On April 1, the Department of the Pacific and 8th Army Corps was 
changed to the Division of the Philippines and divided into departments. 
Company B was assigned to the Department of Southern Luzon, and 
Lieutenant John C. Oakes was appointed Chief Engineer Officer of this 


20 


Department and work commenced in the repair of roads, bridges, and 
ferries. 

Headquarters of the company was established at the Convent de 
Malate, where a regular supply depot was equipped (quartermaster and 
engineer) to furnish transportation and supplies to the detachments left in 
charge of work which was carried on at Paranaque, Bacoor, Imus, Das- 
marinas, Silang, Indan, Naic, Batangas, San Jose, Lipa, Cabuayo, 
Calamba, San Pedro Macati, Mariquina, San Mateo, Pasig, Taguig, 
Santa Ana, and Pasay, all in the Department of Southern Luzon. 

On October 6, 1900, two non-commissioned officers and two privates 
participated in the expedition to the island of Marinduque made by Gen- 
etal Hare, and returned October 30, 1900. The detachment made road 
maps of the island. 

On March 1, 1901, a detachment of 20 men commanded by Lieuten¬ 
ant Kelly, left for the Camarines and repaired the roads and bridges from 
Legaspi to Nueva Cacares and to Pasacao. 

Most of the roads at the above places were entirely rebuilt and many king¬ 
post and queenpost bridges were put in. Ferries were also put in at Pasig 
and at the Big Bend on the Imus River. 

This work continued until September 23, 1901, when the company was 
assembled in Manila to return to the United States. 

Second Lieutenant Walter H. Lee, Corps of Engineers, on duty at 
Lipa, in connection with the repair of roads and bridges, accompanied two 
companies of the 21st Infantry June 10, 1901, on a reconnoissance to the 
mountains and was killed just outside of Lipa, Province of Batangas, 
Luzon, P. I. Lieutenant Lee was shot in the left wrist and again through 
the intestines. 

On June 27, 1900, Lieutenant Ferguson with a detachment of 20 men 
left with the First China Relief Expedition and arrived at Taku July 6, 
1900. The detachment were present when assault was made on the 
walled city at Tientsin July 13, 1900; with advance to relief of Pekin, 
August 4, and present at battle of Pietsang, August 5, Yangtsun, August 
6, Chumen and other gates to sacred city of Pekin, August 15, 1900. 
Maps were made of the roads traveled from Tongku to Pekin and maps 
of the cities of Pekin and Tientsin were made by the detachment. This 
detachment returned to Manila June 5, 1901. 

The company left the Philippine Islands October 18, 1901, for the 
United States via the Suez Canal, and stopped at Singapore, Colombo, 
Suez City, Port Said, Malta, Gibraltar, and Bermuda, and arrived in the 
United States December 23, 1901. 


Following are the names of officers who served with Company B, 1st Battalion of 
Engineers , during the periods mentioned herein: 



Joined. 

Relieved. 

Captain William L. Sibert . 

Sept. 25, 1898 

Sept. 17, 1899. 

May 23, 1901. 

Apr. 19, 1902. 

Sept. 12, 1901. 

Sept. 20, 1901. 

Killed June 10, 1901. 
Sept. 20, 1901. 

1st Lientenant John C. Oakes_ 

Oct. 19, 1898 

1st Lieutenant Sherwood A. Cheney 

1st Lieutenant Harlev B. Ferguson . 

2d Lieutenant William Kelly _ _ 

Sept. 3, 1900 

Dec. 11, 1898 _ 

Sept. 3, 1900 ___ 

2d Lieutenant Walter H. Lee 

Apr. 26, 1901 

2d Lieutenant William G. Caples __ 

Apr. 26, 1901 


STATIONS. 

Manila, December 17, 1899, to October 18, 1901. 

San Fernando, August 16, 1899, to October 2, 1899. 

Manila, October 3, 1899, to October 16, 1899. 

LAWTON’S ADVANCE. 

North, October 17, 1899, to December 16, 1899. 

Camarines, February 15, to May 18, 1900; February 28, 1901, to Sep¬ 
tember 6, 1901. 

Calamba, October 27, 1900, to September 23, 1901. 

Indan, Naic, Silang, Imus, October 27, 1900, to June 30, 1901. 

Yangstung, Pietsang, Tientsin, Pekin, China, July 13, 1900, to May 
30, 1901. 

The above is taken from the company monthly reports of operations 
and the morning report. 

COMPANY C 

Company E, Battalion of Engineers, left West Point, N. Y., July 24, 
1900, under command of Lieutenant J. B. Cavanaugh, Corps of Engi¬ 
neers, pursuant to paragraph 2, G. O. 90, A. G. O., 1900. 

The strength at time of leaving was 150, rank and file, recently increased 
from 100 by transfers from other companies. Five were left at the post, 
reducing the company to 145. 

Without incident the company reached San Francisco, Cal., July 29, 
1900, remained three days at the Presidio, during which it was paid for 
two months (one in advance), and sailed on the United States Army 
transport Meade on August 1, 1900. 

The transport touched at Japan and reached Manila September 3, 1900. 
On eptember 6, the company debarked at Manila, moved by rail to 
Caloocan and went into quarters. Caloocan remained the headquarters 
of the company during the year. 






















22 


During the night of September 8, a severe typhoon swept over the city 
of Manila, demolishing five of the large barracks at Caloocan, as well as 
several of the officers’ quarters. Owing to the energetic efforts of the 
company in a violent cloudburst, and working in water six to eight inches 
deep, and in intense darkness, the company barracks were saved from 
destruction. 

During the ensuing two weeks the company was employed in bracing 
the remaining buildings on the post, and assisting in removing the debris 
of the demolished buildings. 

Captain Zinn and Lieutenant Cavanaugh were relieved from duty with 
the company during the middle of the month, 1st Lieutenant Burgess 
assuming command of the company and remained so until the organiza¬ 
tion of the 1st Battalion of Engineers in the following May, when he was 
appointed Adjutant of the Battalion. 

Owing to the very many details furnished by the company as overseers 
on the construction of roads and bridges in Northern Luzon, in which 
department the company worked almost entirely, it is believed a bare out¬ 
line of the work will suffice, simply showing what details were out each 
month and where they were employed, omitting the number of native 
carts hired, natives employed, and money expended. 

SEPTEMBER, 1900. 

Details of enlisted men furnished to the Chief Engineer, Department 
of Northern Luzon, at Manila, as stenographers, clerks, messengers, 
store-keepers, etc. One sergeant and six men employed at Pasig repair- 
cable ferry over Pasig River from September 14 to October 1. 

OCTOBER, 1900. 

One corporal and four men at Subig superintending construction of 
road and bridge, from October 3 to October 14. 

One corporal and one private with expedition to island to Marinduque, 
making maps, from October 6 to November 14. 

One corporal and four privates at San 'Felipe overseeing the construc¬ 
tion of roads, from October 14 to November 14. 

One corporal and one private at Maraquina overseeing the construction 
of roads, from October 9, 1900, to September 15, 1901. 

Lieutenant Burgess, one sergeant, and four privates on detached service 
examining certain roads in the northern portion of Luzon, from October 
25 to November 20. 

One sergeant and six privates overseeing the construction and repair of 


23 


roads in the vicinity of Caloocan, from October 25 to November 17. 

Lieutenant Burgess examined and reported upon the condition of the 
bridge at Orani. 

NOVEMBER, 1900. 

One sergeant and six privates at Pasig repairing steel cable used by ferry, 
from November 10 to December 2. 

DECEMBER, 1900. 

Additional 2d Lieutenant Slattery, one sergeant, two corporals, and six¬ 
teen privates on detached service at Vigan in charge of and overseeing the 
construction of military road, from December 9, 1900, to September 15, 
1901. (Lieutenant Slattery returned to company February 25, 1901.) 

One corporal and five privates on detached service at Dagupan guard¬ 
ing public funds, from December 18 to December 25. 

One corporal and four privates on detached service at Dagupan guard¬ 
ing public funds, from December 25 to December 30. 

The company received 12 horses and 28 mules during the month. 

JANUARY, 1901. 

One sergeant and six privates on detached service at Arayat overseeing 
construction of roads and bridges, from January 17 to July 17. 

1st Lieutenant Alstaetter, one sergeant, two corporals, and twelve 
privates on detached service at Arayat overseeing construction of roads 
and bridges, from January 29 to August 5. (Lieutenant Altstaetter was 
assigned to and joined company January 21.) 

One sergeant, one corporal, and seven privates on detached service at 
San Isidro overseeing construction of roads and bridges, from January 29 
to August 5. 

During the month the company received 6 horses and 36 mules for 
road work. 

FEBRUARY, 1901. 

Three privates on detached service at Quingua overseeing construction 
of roads, from February 3 to August 1. 

One sergeant and six privates on detached service at San Mateo over¬ 
seeing the construction of roads and bridges, from February 8 to Sep¬ 
tember 15. 

One corporal and three privates on detached service at San Isidro over¬ 
seeing construction of roads and bridges, from February 12 to September 1. 

Four privates at Arayat overseeing construction of roads and bridges, 
from February 12 to September 2. 


24 


One sergeant and four privates on detached service at San Isidro over¬ 
seeing construction of roads and bridges, from February 21 to September 1. 

One corporal and four privates on detached service at San Felipe over¬ 
seeing construction of roads, from February 21 to March 26. 

Lieutenant Slattery on detached service at Arayat from 5th to 18th in 
charge of construction of roads and bridges. 

MARCH, 1901. 

Lieutenant Slattery on detached service at Arayat in charge of construc¬ 
tion of roads and bridges from March 7 to July 2. 

One sergeant, one corporal, and eight privates on detached service at 
Baliuag overseeing construction of roads and bridges, from March 7 to 
August 1. 

Two privates on special duty overseeing repairs to road in vicinity of 
Caloocan, from March 12 to April 15. 

Two privates on detached service at Quingua overseeing construction 
of roads from March 18 to July 7. 

Five horses and 30 mules received during the month for road work. 

APRIL, 1901. 

One corporal and five privates at Angeles overseeing construction of 
roads, from April 10 to September 14. 

Two privates on detached service at Quingua overseeing road work, 
from April 18 to July 7. 

2d Lieutenant Slattery on detached service at Quingua in charge of 
construction of roads and bridges, from April 19 to August 1. 

MAY, 1901. 

One corporal on detached service at Quingua overseeing construction 
of roads, from May 16 to July 7. 

Lieutenant Burgess was relieved from command of company, and Lieu¬ 
tenant Altstaetter assumed command. 

1st sergeant was promoted to battalion sergeant major, and company 
quartermaster sergeant promoted to battalion quartermaster sergeant. 

Thirty-two mules were received during the month for road work. 

JUNE, 1901. 

Designation of company changed from E, Battalion of Engineers, to 
Company C, 1st Battalion of Engineers, and strength increased to 164, 
rank and file, per G. O. 22, A. G. O., February 26, 1901. 


25 

Eleven men transferred to Company D, 1st Battalion of Engineers, 
about to be organized. 

JULY, 1901. 

Lieutenant Altstaetter was relieved from duty with the company, three 
men were transferred to the company, and thirty-one transferred to Com¬ 
pany D, 1st Battalion of Engineers. 

During the month 224 mules and 26 horses were employed on road 
work by the company. 

The 2d Battalion of Engineers having arrived from the United States, 
the details from the 1st Battalion were ordered in, preparatory to the bat¬ 
talion returning to the United States. 

AUGUST, 1901. 

The company was formed at Cuartel de Malate by the returning 
detachments preparatory to embarking on the U. S. Army transport 
McClellan for return to the United States. 

SEPTEMBER, 1901. 

Lieutenants Spalding and Slattery, Corps of Engineers, were relieved 
from duty with the company, and 1st Lieutenant Harry Burgess, Adju¬ 
tant, 1st Battalion of Engineers, assigned to command. 

The company embarked on the U. S. Army transport McClellan , 
October 17, 1901, and reached New York, December 23, 1901, touching 
at Singapore, Colombo, Suez, Port Said, Malta, Gibraltar, and Bermuda 
en route. On December 24 the company returned by train to West 
Point. The health of the company was excellent throughout the voyage. 

The following is a list of the officers serving with the company during 
its tour abroad : 

Captain George A. Zinn, Corps of Engineers, July 30, 1900, to Sep¬ 
tember 7, 1900. 

1st Lieutenant J. B. Cavanaugh, Corps of Engineers, July 18, 1900, to 
September 17, 1900. 

1st Lieutenant Harry Burgess, Corps of Engineers, July 30, 1900, to 
May 31, 1901; from September 23, 1901, to December 24, 1901. 

2d Lieutenant John R. Slattery, Corps of Engineers, July 17, 1900, to 
September 23, 1901. 

2d Lieutenant George R. Spalding, Corps of Engineers, April 30, 1901, 
to September 23, 1901. 

2d Lieutenant Frederick W. Altstaetter, Corps of Engineers, January 
22 to July 17, 1901. 


26 


Stations of the company while in the Philippine Islands. 


Month. 

Headquarters. 

September, 1900 
October, 1900 

Manila-Caloocan_ 

Caloocan 

November, 1900 

do 

December, 1900 

do 

January, 1901 

do 

February, 1901 

do 

March, 1901 

do 

April, 1901 

do 

May, 1901 

do 

June, 1901 

do 

July, 1901 

do 

August, 1901 
September, 1901 

Cuartel de Malate_ 

do 

October, 1901 

Cuartel and U. S. A. 
transport McClellan. 


Detachments other than at headquarters. 


5, Manila; 7, Pasig. 

2, Mariquina; 2, Marinduque; 5, Northern Luzon; 5, San Felipe; 
7, near Caloocan. 

7, Pasig. 

20, Vigan; 6, Dagupan. 

16, Arayat; 9, San Isidro. 

3, Quingua; 7, San Mateo; 5, San Isidro; 5, Arayat; 5, San Felipe. 
10, Baliuag; 2, Quingua. 

6, Angeles; 3, Quingua. 

1, Quingua. 


COMPANY D. 

Company D, 1st Battalion of Engineers, was organized in the Philip¬ 
pine Islands, June 7, 1901, and brought to its authorized strength entirely 
by transfers from Companies A, B, and E, of the original Battalion of 
Engineers made in compliance with G. O. No. 3, Headquarters 1st Bat¬ 
talion of Engineers, under the provisions of G. O. No. 22, Headquarters 
of the Army, A. G. O., February 26, 1901. l'he enlisted men trans¬ 
ferred to the company were, at the time, employed on road and bridge 
work at various points throughout the island of Luzon, but their stations 
and duties were unchanged by their transfers. 

From June 13 to July 11, 1901, Lieutenant H. Burgess, Corps of 
Engineers, was in temporary command of the company, with station at 
Manila, P. I. On July 11 he was relieved by Captain J. B. Cavanaugh, 
Corps of Engineers, and on July 30 the company was assigned to duty in 
the Department of Northern Luzon, with station at Dagupan, P. I. On 
September 27 the company was relieved from duty in this department and 
ordered to join the 1st Battalion of Engineers at Manila, P. I., to await 
transportation to the United States. Those members of the company in 
the Department of Southern Luzon were similarly relieved and joined 
their company in time to embark for the United States on the United 
States Army transport McClellan , sailing from Manila for New York 
October 18, 1901. 

While the history of Company D, 1st Battalion of Engineers, as an 
organization begins June 7, 1901, the date of organization, that of its 
enlisted strength is embodied in the histories of the three older companies 
of the 1st Battalion from which these men were transferred, for prior to 
June 7 they were members of these three companies and took an active 





































27 


part in all engineering work in China and the Philippine Islands upon 
which these companies were engaged. 

During the short period from the organization of the company until its 
departure from the Philippine Islands the duties of the companies were 
in connection with the repair and construction of roads and bridges and 
consisted merely in the discharge of duties already assigned to the officers 
and enlisted men as members of the other three companies. These duties 
are included in sketches of the operations of these companies. 

The stations of the different detachments of the company were as 
follows: 

In Northern Luzon—At Dagupan, Captain J. B. Cavanaugh, company 
headquarters and 19 enlisted men; at Vigan, 1 man; at Binalonan, 4 men; 
at San Jacinto, 2 men; at Salasa, 3 men; at Alaminos, 3 men; at Bani, 2 
men; at Agno, 2 men; at Camiling, 4 men; at Manila, 8 men; at San 
Quintin de Albai, 2 men; at Pasig, 2 men; at Caloocan, 29 men; at 
Balinag, 2 men; at San Isidro, 2 men; at Angeles, 1 man, and at Orani, 
2 men. 

In the Department of Southern Luzon—At Pili, 5 men; at Pasacao, 2 
men; at San Tomas, 4 men, and at Calamba, 4 men. 

There was also one sergeant sick in hospital at Corregidor Island. 

In addition to Captain Cavanaugh, the following officers served with 
the company : 1st Lieutenant L. H. Rand, who was assigned to the com¬ 
pany July 11, 1901, with station at Alaminos, in charge of road work in 
the Provinces of Pangasinan and Zambales, and 2d Lieutenant C. O. 
Sherrill, who was assigned to the company July 27, 1901, with station at 
Arayat, in charge of road work in that vicinity. 

Both Lieutenant Rand and Lieutenant Sherrill were relieved from duty 
with the company September 20, 1901. 


























































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